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Transport Engineer / November 1, 2016 Derbyshire-based earthmoving, plant hire and recycling services specialist JC Balls & Sons has bucked the trend and added three six-wheel tippers to its 38-strong fleet, instead of industry preferred 8x4s, citing their versatility and manoeuvrability. Conceding its new tippers reduced payload capacity at 15 tonnes, director Jamie Balls counters that his new 26-tonners are ideal for work on local highways contracts. “A 6x4 truck is a lot more manoeuvrable than an eight-wheeler, which is a big advantage on some of the roads in this area,” insists Balls. “Also, of course, the lighter vehicle comes at a lower purchase price, and is cheaper to operate too,” he adds. And Balls points out that because highways contracts are mostly summertime activities, he needs his tippers to handle aggregates, muckaway and the like in the winter months. “So versatility is all-important for us, and this new chassis-body combination is living up to all our expectations,” smiles Balls. Supplied by Derby dealer Mertrux, its new Arocs 2635Ks were specified with ClassicSpace M-cabs and the 7.7-litre 354bhp engine driving through the PowerShift AMT (automated manual transmission). They have been bodied by Thompsons with its lightweight, all-steel Stonemaster, and tip the scales at an unladen weight of 10,700kg. “These are still very early days but the drivers have certainly taken to the Arocs, with the responsive engine and smooth-changing PowerShift being particularly well received,” continues Balls. JC Balls inspects and maintains its trucks in its own workshops but will be using Mertrux for regular deliveries of Mercedes-Benz GenuineParts. .

Volkswagen Group Press Release / October 28, 2016 Volkswagen Truck & Bus sees unit sales continue to increase in Q3 • Around 133,000 trucks and buses sold from January through September 2016 • Truck sales of the MAN and Scania brands up 12% in Western Europe • Renschler: "Commercial vehicle sales in Brazil are set to pick up again in 2017" Volkswagen Truck & Bus sold 132,860 trucks and buses from January through September 2016, up 3% year-on-year. MAN Truck & Bus sold 19,670 vehicles in the period from July through September, up 7% on the same quarter of the previous year. Scania recorded 3% growth in the third quarter of 2016, selling 18,420 trucks and buses. In a challenging market environment in South America, MAN Latin America's sales of the Volkswagen Caminhões e Ônibus and MAN brands fell 16% to 5,500 vehicles. Andreas Renschler, the Member of the Board of Management of Volkswagen AG responsible for commercial vehicles and CEO of Volkswagen Truck & Bus, is pleased: "The third quarter of 2016 also went well. We continued to boost total unit sales, despite the ongoing crisis in Latin America. The market in Brazil seems to have bottomed out now. I expect that sales will start to pick up again slowly in 2017 and that we will be able to leverage our strong position there." The growth trend in the trucks business continued in the first nine months of 2016: at 120,610 trucks, the Volkswagen Truck & Bus brands sold around 3% more than in the previous year. The trends in the individual regions varied: the ongoing economic recovery in Western Europe led to a year-on-year increase of 12%. Italy, the Netherlands, and France in particular all recorded growth. Volkswagen Truck & Bus delivered significantly more trucks than in the previous year with its own brands in Central and Eastern Europe too, lifting its unit sales there by 21%. Due to the persistently difficult macroeconomic climate and tougher financing conditions, truck sales in Brazil decreased by 22%. Volkswagen Truck & Bus also saw positive developments in its bus business: at 12,250 vehicles, unit sales in the first three quarters of 2016 grew 3% year-on-year. In the third quarter alone, unit sales of buses increased by 21% compared with the previous year. Theme-wise, the third quarter of 2016 was dominated by the IAA Commercial Vehicles show in Hanover. The IAA Startup Night saw the MAN, Scania, Volkswagen Caminhões e Ônibus and Volkswagen Commercial Vehicles brands showcase their trade fair highlights together for the first time under one roof. Volkswagen Truck & Bus presented its new brand RIO, a digital platform linking all the players in a transport system up with one other – regardless of the vehicle brand or function – thus allowing them to boost their efficiency and profitability. MAN Truck & Bus MAN's appearance at the IAA 2016 included a look at its new MAN TGE transporter. Through a downward extension of its product line, MAN now offers commercial vehicles from three through 250 tons. The MAN TGE is identical in construction to the new Crafter from Volkswagen Commercial Vehicles. Both vehicles are produced at the newly opened plant in the Polish town of Września, Europa's most modern factory building of its kind. Hanover also saw MAN present the concept of a fully electric heavy-duty delivery truck based on the MAN TGS in the form of its eTruck. The company has also made great strides in optimizing its production and spare parts network as part of its future-proofing program. This includes a job guarantee for all MAN Truck & Bus employees until at least 2025. Scania In August 2016, Scania unveiled its new truck generation to the world. It has been ten years in the making, fueled by an investment of around twenty billion Swedish krona. The new generation significantly expands Scania's offering to include more performance levels, connectivity services, and sustainable transportation solutions tailored precisely to the customer. Thanks to an improved drivetrain and optimized aerodynamics, the new Scania needs around 5% less fuel than its predecessor. The S-series of the new truck generation was crowned "International Truck of the Year 2017" at the IAA show. Volkswagen Caminhões e Ônibus (Volkswagen Truck & Bus - Brazil) In order to reduce its dependence on the Brazilian market, Volkswagen Caminhões e Ônibus presented an internationalization strategy that is already bearing fruit. The company succeeded – in a very difficult economic climate – in selling more than 460 vehicles in key export markets such as Argentina, Chile, and Bolivia. In Mexico, the company secured a major order for 246 MAN- and Volksbus-branded buses for the tourism industry. Volkswagen Truck & Bus Volkswagen Truck & Bus GmbH is a wholly-owned subsidiary of Volkswagen AG and is a global leader in commercial vehicles with its brands MAN, Scania, and Volkswagen Caminhões e Ônibus. In 2015, the brands of Volkswagen Truck & Bus sold a total of 180,000 vehicles. Its product range includes medium- and heavy-duty trucks as well as vans and buses that are manufactured at 25 sites in 17 countries. As of December 31, 2015, the Company employed 76,000 people at all commercial vehicle brands worldwide. The Group is committed to driving transportation to the next level — in terms of products, services, and as a partner for its customers.

Outback Truckers Website - https://www.youtube.com/channel/UC5SpQEhj09YNozsi7cVttvw .

Scania Group Press Release / November 1, 2016 On an icy October morning in Malmberget, a small Swedish mining town just north of the Arctic Circle, local residents have gathered to witness an unusual spectacle – an entire neighbourhood being picked up and carted seven kilometres away, house by house. The project, a joint undertaking by Swedish mining giant LKAB, Legendary Dutch heavy haulage company Mammoet (http://www.mammoet.com/) and Swedish construction firm NYAB, will see 30 houses and apartment buildings, the biggest weighing in at 230 tonnes, transported to the nearby village of Koskullskulle. While many buildings in the town have been or will simply be dismantled as part of a decades-long urban transformation, LKAB has chosen to preserve a number of historical buildings, the oldest dating to 1909, at the request of Gällivare municipality. Culturally significant “We have decided we want to save them for cultural and historical reasons. These are also some of the oldest houses in Malmberget and were built for the LKAB workers,” says Maritha Mossberg, communications officer at LKAB, explaining that apartments in these houses will be available for rent. Using a team of Scania trucks, including a Scania R 620 V8 outfitted with an Allison automatic transmission for heavy haulage, Mammoet transports the houses to their new neighbourhood once the initial prep work has been done and the buildings have been lifted from their foundations. 18 axles, 144 wheels After backing it up underneath each house, Mammoet’s team slowly raises the 63-tonne, 18-axle Nicolas MHD trailer, balancing the weight of each house evenly on the trailer’s 144 wheels before securing the load and pulling away. “The trailer can take 36 tonnes per axle maximum,” explains Mammoet driver Trond Friis, putting the trailer’s capacity at above 600 tonnes. A generator that sits on the back of the truck powers the trailer’s hydraulics and steering systems, and a technician who sits on the front end of the trailer manages those systems during transport. While the specially equipped Scania R 620 has been approved for loads of up to 250 tonnes, for the larger houses Mammoet also attaches a second truck to the rear of the trailer to assist with both pushing and braking. Working quickly, Mammoet can cover the entire seven kilometre distance in less than an hour once each house has been loaded. Decades-long transformation Fourteen of the buildings were moved in October, with the rest scheduled for transport in 2017. The project is the result of LKAB’s plans to expand iron ore extraction underneath the town, whose history has, quite literally, been shaped by iron ore mining, which has been taking place here since the 18th century. Apart from the town’s name, which means “The Ore Mountain,” visitors might be tipped off to the local industry once they notice the giant pit that splits the town in two. While Kaptensgropen, or “The Captain’s Pit” as it is called, will eventually be filled in, underground mining work will continue to displace the town, with the centre expected to be cleared by 2032. Residents, whose livelihoods are dependent on mining production, will move to Koskullskulle or the larger town of Gällivare as Malmberget is transformed. “We are so lucky that we don’t have to create a town. We already have a town just a few kilometres from Malmberget. Gällivare will grow, Koskullskulle will grow, and Malmberget will disappear,” says Mossberg. “The mine, LKAB, and the town are dependent on each other. So no town without the mine – without the mine, no town.” .

Scania Group Press Release / November 1, 2016 European TV audiences know Glenn Kendall as one of the stars of the hit reality TV show Outback Truckers. And now the extroverted big-rig driver has found fame in another way – by being crowned Australia’s best truck driver in the 2016 Scania Driver Competitions. Kendall, who viewers of Outback Truckers know by the nickname ‘Yogi’, edged out tough competition to take the national truck driving title in the final in Melbourne. “It feels amazing,” he says. “Scania is working hard to portray a good image for the industry and they are actually putting their money on the line. I’m really excited to have been part of that.” The road to the champion’s crown was a long one for 40-year-old Kendall, who with his family runs Kendall Trucking & Co from the town of Katanning in Western Australia’s outback. A driver for nearly 20 years, he had entered every Scania Driver Competition since the event was established in Australia in 2007 without progressing to the final. This year was different. “I made it through to the final 12, and I think maybe that’s because I have honed my skills by working as an owner-driver over the past four years,” he says. No special training To take part in the finals, Kendall flew over 3,300 kilometres from the west coast of Australia to the east. Incredibly, he did no special training for the event, even though he normally drives a 1990s American bonneted truck – a completely different vehicle to the sleek Scania G 480 used in the competition. “When I got into the Scania, I was blown away by all the electronics and the ways that the truck will tell you what to do,” he says. “You can tell that Scania are the leaders with this kind of technology, and on the road it was absolutely phenomenal.” “I loved the challenges” Kendall says he thought his chances of winning were over when he knocked over a cone just two minutes into his first event – the Slalom. But he kept his cool and recovered enough in the other events to take the winner’s trophy. “I loved the challenges,” he says. “I loved the manoeuvring challenges, I loved the B double reversing, I loved working through the theory, the on-road drive.” Apart from winning, Kendall says one of the best things about the competition was having the chance to meet and talk with other professional drivers. “Where I operate its fairly remote and rural, so you don’t tend to talk to a lot of people during the day,” he says. “So, it was excellent to meet the other competitors who are like-minded people and are pushing for the industry to be better.” “Glenn’s achievement in winning the 2016 Scania Driver Competition should not be underestimated,” says Ron Szulc, Brand and Communications Manager for Scania Australia. “Not only did he beat a very talented field, but he adapted quickly to a cab-over truck from his traditional bonneted truck. To do this, and complete the manoeuvring tests with such style underscores his talent behind the wheel. “We are very pleased to have Glenn as our champion this year.” Kendall has recently shot another series of Outback Truckers which will soon be shown in Australia and in European countries including the UK, Germany, Italy and the Netherlands. .

Both the engines offered in the Sprinter, the 2.1L 4-cylinder and 3.0 V6, are diesels. They can put off diesel light vehicle sales, but the Sprinter show must go on. M-B broke ground on the new US$500 million Sprinter plant in North Charleston, South Carolina on July 27 this year. To be clear, they're adding onto the existing SKD assembly facility, adding body manufacturing, painting and final assembly lines. They're reportedly going to start hiring people in "mid-2017".

Cummins Reveals "Repower" Diesel Crate Engine Program at SEMA 2016 Truck Trend / November 1, 2016 Making its debut at the 2016 Specialty Equipment Market Association Show this morning was Cummins Repower, the new crate engine program designed for consumer auto and truck enthusiasts. The program’s first (and so far only) offering will be the Cummins R2.8 Turbo Diesel, an I-4 engine commonly used for Jeep projects. Cummins Executive Director – Global Pickup/Van Business Jeff Caldwell said the decision to offer the R2.8 was made after seeing the immense demand for Cummins engines from the consumer aftermarket. “They want reliable power, and this segment of the aftermarket exists because there is no off-the-shelf vehicle that satisfies enthusiasts’ appetites for personalization,” Caldwell said. According to the company, the R2.8 will come with 50-state emissions compliance, and the company is working with the California Air Resources Board to ensure the R2.8 has clear guidelines regarding which vehicles and vintages it can power. Electronically controlled high-pressure common-rail injection provides reliable and consistent power delivery, and the kit includes all necessary components to ease installation. Cummins says even novices can handle the kit, although we’d suggest rookies have a little help regardless. The company claims that a Jeep Wrangler TJ with the R2.8 engine swap has improved torque ratings across the engine’s rev range, with fuel economy that’s doubled or even tripled compared to the stock engine. We believe that claim, as Cummins’ compact I-4 turbodiesel was lots of fun to drive in the Frontier prototype we sampled a few years ago. The R2.8 will begin consumer sales early next year. .

Cummins Press Release / November 1, 2016 There’s no place quite like SEMA Show to make a major announcement… Today, Cummins formally announced the long-awaited crate engine program called Cummins Repower™ as a means of offering brand new engines from the factory direct to the consumer market. ”For nearly 100 years, the Cummins legacy has been built on repowering anything from early river boats to modern 95-liter locomotives and everything in between,” said Jeff Caldwell, Cummins Executive Director – Global Pickup/Van Business. “Clessie Cummins repowered automobiles, race cars, buses and trucks, demonstrating the benefits of the diesel engine over their original power plants. We are proud to be continuing the legacy of our namesake by enabling passionate enthusiasts to repower their vehicles for the same reason Cummins repowered his own.” The announcement, made on the first official day of the 2016 SEMA Show, comes after research and voice of customer surveys identified significant demand for Cummins in the consumer aftermarket. “They (customers) want reliable power, and this segment of the aftermarket exists because there is no off-the-shelf vehicle that satisfies enthusiasts’ appetites for personalization – they build their own,” Caldwell continued. Engine Details The first Cummins Repower engine offering will be the R2.8 Turbo Diesel, including other major components to ease the installation process, as well as the necessary documentation to make it 50-state-emissions-compliant. The turbocharged 2.8-liter, 4-cylinder engine is based on a global platform which is currently used in small pickups, chassis cabs, SUVs, vans, commercial vehicles and industrial equipment around the world. The proven platform is a lightweight, electronically controlled, High Pressure Common Rail (HPCR) compact package ideal for most small pickup and SUV applications for qualifying vintages. The kit will include the major components necessary for the engine operation to help ensure that even the shade-tree novice has most everything they need to make their Cummins Repower installation as painless as possible. Testing the R2.8 Turbo Diesel Initial testing with the R2.8 Turbo Diesel installed into an otherwise stock Jeep® Wrangler® TJ (pictured above) demonstrated that the vehicle not only gained higher peak torque, but the amount of accessible peak torque across the RPM band also increased. In addition to the performance gains, preliminary testing indicates that the R2.8 more than doubled the fuel economy of the Jeep – in some real-world drive cycles, even tripling it – all while meeting the Transitional Low-Emission Vehicle (TLEV) LDT2 vehicle emissions standards of that particular gasoline engine vintage. Start of sales is anticipated for the first quarter of 2017. Future engine family introductions into the Repower product lineup will be announced at later dates. Cummins Repower website - https://cumminsengines.com/repower

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I buy a new car for 10 years minimum, if not 20. Seriously. I take meticulous care of it, like you probably do as well, I choose carefully. If I was you, knowing what we know at this juncture, I'd keep your diesel Sportswagon and ignore any parts or software recalibration recalls. I'm looking ahead at both the US market Ranger and Everest, but that remains to be seen. I assume we'll see the 5-cylinder 3.2L diesel since the Transit is already here with it, but the standard 4-cylinder 2.2L diesel has abundant power and still better fuel economy. So many of the cars and trucks I like aren't available in the US market, or aren't available with a diesel in the US. You could ask your M-B dealer if the GLC300d is still coming.

Commercial Carrier Journal (CCJ) / November 1, 2016 Alabama Gov. Robert Bentley issued Tuesday an emergency declaration following an Oct. 31 explosion of a gasoline pipeline in Helena, Alabama, effectively relaxing hours-of-service regulations for gasoline haulers operating in the state. The pipeline that exploded is part of the same Colonial Pipeline that leaked in September that caused gas shortages in several states along the East Coast. The pipeline runs from Texas to New York and New Jersey. Several states issued emergency declarations as a result of that leak. Bentley’s State of Emergency declaration suspends hours regulations for any drivers or carriers providing aid through pipeline repair or fuel transportation for 30 days through Dec. 1, unless the order is canceled sooner. Colonial Pipeline representatives said the gasoline pipeline, Line 1, will likely remain shut down the rest of this week. Line 2, which transports diesel, jet fuel and other distillates, was restarted late Oct. 31 and is expected to remain in operation. Colonial says the incident occurred at approximately 2 p.m. local time Oct. 31, when a crew working on a permanent fix for the gasoline pipeline struck the pipeline with a trackhoe, sparking a fire and explosion that killed one worker and injured four others. The fire has since been contained.

Today's Trucking / November 1, 2016 Cummins Inc. reports that its third quarter revenue of $4.2 billion is down 9% over the same period last year. In its earnings statement, Cummins noted that “lower truck production in North America and weak international demand for power generation equipment were the most significant drivers of the decline in sales.” North America revenue dropped 13%, while international sales declined by 3%. Within international markets, higher revenues in China partially offset declines in the Middle East and Africa. Net income attributable to Cummins was $289 million ($1.72 per diluted share). “Due to the slow pace of growth in the global economy, we continue to face weak demand in a number of our most important markets,” announced Cummins chairman and CEO Tom Linebarger. “The restructuring actions that we initiated in the fourth quarter of 2015, combined with strong execution on material cost reduction initiatives, productivity gains and improvements in product quality are all helping to mitigate the impact of weaker revenues. We are on track to deliver our goal of 25% decremental EBIT margin for the full year 2016, as a result of strong operational performance in very challenging economic conditions. We have returned $1.3 billion to shareholders so far this year, through a combination of dividends and share repurchases, consistent with our plans to return 75 percent of operating cash flow to shareholders in 2016." For a more comprehensive look at at Cummins' third quarter performance, please click here.

Court gives ELD rule the green light Fleet Owner / November 1, 2016 The rule to mandate electronic logging devices (ELDs) is good to go, the U.S. Court of Appeals for the Seventh Circuit ruled Monday. The requirement, published late last year and set for an initial implementation phase to begin in December 2017, was challenged by the Owner-Operator Independent Drivers Assn. and truck drivers Mark Elrod and Richard Engel. OOIDA President and CEO Jim Johnston said the organization was “disappointed,” and that it “strongly” disagreed with the court's ruling. “Because this issue is of vital importance to our members and all small business truckers, we are reviewing our next steps to continue our challenge against this regulation,” Johnston said in a statement. An FMCSA spokesman [the American people’s employee] refused to comment. OOIDA had successfully blocked an earlier attempt to require e-logs to track truck driver hours of service, with the court agreeing that the 2010 rule did not sufficiently address drive harassment, a protection required by Congress. However, the new rule meets the requirement, the court decided, and the panel also rejected four other arguments made by the petitioners in the case. Broadly, the decision written by Circuit Judge David F. Hamilton regularly refers the 80-year history of regulating the trucking industry and driver work limits. “Congress has long recognized commercial trucking as a dangerous industry. Danger to the public has lain at the center of the hours of service rules since 1935,” he writes, and he quotes a statement from a congressman at the time who coined the term “truckathon” to describe the “brutal, inhumane, and dangerous practice whereby drivers of busses (sic) and trucks are compelled to work 18 to 20 hours a day, to the detriment of their own health and the danger of the public who travel the highways of our country.” In the point-by-point denial of OOIDA’s claims, the the three-judge panel rejected the arguments that: The rule is contrary to law because it permits ELDs that are not entirely automatic: “Petitioners’ reading of the statute seeks to pit one statutory requirement against another rather than allow the agency to balance competing policy goals endorsed by Congress,” the decision summarizes. The agency used too narrow a definition of “harassment” that will not sufficiently protect drivers: “When defining harassment, the agency sought input from drivers, motor carriers, and trade organizations; it considered administrative factors; and it ultimately provided a reasonable definition of the term.” The agency’s cost‐benefit analysis was inadequate and fails to justify implementation of the ELD rule. “The agency did not need to conduct a cost‐benefit analysis for this rule, which was mandated by Congress. Even if such analysis were required, the studies were adequate.” The agency did not sufficiently consider confidentiality protections for drivers. “The agency, however, adopted a reasonable approach to protect drivers in this regard.” The ELD mandate imposes, in effect, an unconstitutional search and/or seizure on truck drivers. “We find no Fourth Amendment violation. Whether or not the rule itself imposes a search or a seizure, inspection of data recorded on an ELD would fall within the “pervasively regulated industry” exception to the warrant requirement. The agency’s administrative inspection scheme for such information is reasonable.” The American Trucking Association (ATA) participated in the case as a “friend of the court” who supported the rule. “ATA is pleased that the court has cleared the way for this important regulation and we look forward to its implementation,” spokesman Sean McNally said.

A deeper dive into the new truck engine oils Sean Kilcarr, Fleet Owner / November 1, 2016 I’ve talked about the impending introduction of the new CK-4 and FA-4 diesel truck engine oils with Leonard “Len” Badal, the global Delo brand manager for Chevron Lubricants, several times now and he’s always a great font of information – often on their particular characteristics, the end result of five years’ worth on what were previously called Proposed Category 11 or “PC-11” motor oils. One thing Badal stressed to me about the CK-4 and FA-4 oils – each a different “sub-category” within the PC-11 specification – is that they were designed with new engine designs and component technology in mind. Ostensibly they are formulated to maintain performance in a higher engine heat environment (new 2017 model engines may run almost 50 degrees hotter) yet also deliver better fuel economy, mainly via thinner viscosities, so an engine does not have to work as hard – and thus burns less fuel – moving such “lighter weight” oils around. Yet he also pointed out to me that many of the “thinner” CK-4 and FA-4 blends heading to the market Dec. 1 – especially the 10W-40 and 10W-40 varieties – will be “backward compatible” to a significant degree; even back to 2010 model year engines, and with often longer oil drain intervals to boot. That means fleets run a mix of late model and older trucks should be able to reap fuel economy gains and maintenance savings from longer drains, though perhaps not on the order of what fleets operating the latest and greatest greenhouse gas (GHG) compliant 2017 model engines with the thinnest oil blend will get. Badal also recently pointed out that many truck OEMs are embracing the new FA-4 blend more broadly as a factory-fill option. Here’s what he knows at least so far regarding what engine oil the various OEMs plan to spec for 2017: Cummins Inc.: CK-4 – Cummins CES 20086 and FA-4 – Cummins CES 20087. Both CK-4 and FA-4 are approved for the new GHG-compliant 2017 Cummins IX-15 and IX-12 engines (Note: the IX-12 won’t be commercially available until 2018). CK-4 along with Cummins CES 20086 specification oils are also approved for use in older ISX and ISX-15 model engines, while FA-4 is not authorized for anything but IX-15 model engines at this time. With its new categories, Cummins will also its oil drain recommendations by 10,000 miles – from a maximum 40,000 to 50,000 miles – for new IX-15 engines using the new oils. Detroit Diesel: CK-4 – DFS 93K222 and FA-4 – DFS 93K223. Detroit Diesel has approved the backwards compatible CK-4 for older engines in Freightliner and Western Star trucks. FA-4 is approved for new GHG-complaint 2017 model engines along with EPA-complaint 2010 and 2013 engine models. The company has not announced an oil drain extension, but recommends using the new products in new engines. Detroit Diesel will start factory-filling new model engines with FA-4 and DFS 93K223 approved oil starting mid-December 2016. Volvo and Mack: CK-4 – Volvo VDS4.5, CK-4 – Mack EOS 4.5 and CK-4 – Renault VI RLD 4. No specification is being released for FA-4 for it will not be allowed for use in EITHER new or older Volvo or Mack diesel engines. Badal noted that Volvo and Mack specifications are built around tighter requirements for improved oil oxidation performance as measured by the new Volvo T-13 engine test versus the typical CK-4 or FA-4 Volvo T-13 requirements. That being said, Volvo is announcing a 10,000-mile oil drain extension (from 45,000 to 55,000 miles) for new engines using the new VDS4.5- or Mack EOS 4.5-approved CK-4 oils. Navistar: As of now, Navistar does not have its own OEM specification qualification program; it simply uses the API designations for engine oils. Most Navistar equipment is powered by Cummins engines, and so its oil recommendations will be the same as Cummins, including the oil drain extension. For its own N13 model diesel engine, CK-4 is recommended for all models, with FA-4 approved for new model GHG-compliant 2017 engines only. Yet Navistar will be factory-filling with CK-4 SAE 10W-30 diesel, Badal emphasized PACCAR: CK-4 for now with FA-4 to be announced in the future. Badal noted that PACCAR uses the API designations for its specifications with no specific OEM specification qualification program included. Kenworth and Peterbilt trucks are equipped with either a PACCAR MX or Cummins diesel engine and both engine models have been factory filled with Delo 400 XLE Synblend SAE 10W-30 (a CK-4-grade product) since back in mid-September. FA-4 oils may be used with the new Cummins IX-15 diesel engines once they started to be installed in Kenworth or Peterbilt trucks, but PACCAR has not committed yet to whether it will use FA-4 oils for its GHG-compliant 2017 model MX engines. Badal also stressed something else: that the new CK-4 and FA-4 products are just the start, not the end, of the reformulation program for diesel motor oils. “Most OEMs are already starting to develop next generation engines and engine oils for launch between 2020 and 2025 – and almost all of the new oil development programs for these engines are focused on low HT/HS [High Temperature/High Shear] 5W viscosity grades [that will be] factory filled to meet stricter fuel efficiency and emission standards,” he explained in a recent blog post. The hitch, however, is that such 5W oils cost more than comparable 10W and 15W grades – a LOT more, largely because they are full synthetics, he told me recently. “The price difference between a 10W-30 and a 15W-40 isn’t much; they are within the ballpark of one another,” Badal pointed out. “But when you get to 5W blends, you are talking two to three times the cost of a 15W product.” That doesn’t mean moving to 5W grades isn’t worth the extra money, he stressed; indeed, those blends can deliver greater improvements in fuel economy as well as longer oil drain intervals. The issue is this, though: a fleet must really justify those improvements by attaining them consistently, but that can be problematic based on a fleet’s duty cycle. “It’s not a durability or performance issue; it’s a cost justification issue,” Badal emphasizes. “For example, we had one fleet double their oil drain interval while another only achieved a 15% extension. So it comes down to the type of engine and the duty cycle it’s working in. You have to drive a lot of value to make the transition to a 5W blend pay off.” Something to keep in mind as we draw closer the dawn of a new diesel engine oil era.

DOT extends comment period for speed limiter plan Fleet Owner / November 1, 2016 With less than week remaining on the initial deadline, the Dept. of Transportation on Tuesday issued a 30-day extension to file comments on the truck speed limiter proposal. “The new public comment deadline of Dec. 7 will provide all interested parties sufficient opportunity to fully develop and submit comments and evidentiary materials to the agencies,” the DOT notice says. While the 118-page proposal suggests that speed limits of 60, 65 or 68 mph would be beneficial, the agencies will gather public input before setting the actual number. The speed limit would be managed by a governing device and would apply to all newly-manufactured vehicles with a gross vehicle weight rating more than 26,000 lbs. Both the American Trucking Assns. and the Owner-Operator Independent Drivers Assn. had requested more time to evaluate and gather member input on the Notice of Proposed Rulemaking, published Sept. 7 by National Highway Traffic Safety Administration (NHTSA) and Federal Motor Carrier Safety Administration (FMCSA). An ATA petition had prompted the rulemaking, but the DOT proposal has not earned the endorsement of the group. “In my humble opinion, we think this is flawed,” Chris Spear, ATA’s president and CEO, told reporters last month. “We cannot afford to elevate risk to the motoring public [for] this [speed limiter] rule does not even take the danger of differential speeds for cars and trucks into account.” OOIDA, which represents small business truckers, had asked for a 60-day extension of the comment period, citing the “wide range of issues” related to limiting truck speed and noting that the proposal is “based on complex research that in some instances is being used in an unconventional way.” More than 3,000 comments have been submitted in the two months since the proposal was posted. Comments may be posted or viewed here.

Comment Period on Proposed Speed-Limiter Rule Extended to Dec. 7 Transport Topics / November 1, 2016 The Federal Motor Carrier Safety Administration and the National Highway Traffic Safety Administration have extended the deadline for public comments on their proposed speed-limiter rule by 30 days to Dec. 7, the agencies announced Nov. 1. The proposed rule would require all newly manufactured U.S. trucks, buses, and multipurpose passenger vehicles with a gross vehicle weight rating more than 26,000 pounds to be equipped with speed-limiting devices. According to FMCSA, requiring speed limiters on large commercial vehicles could save lives, as well as an estimated $1 billion in fuel costs annually. American Trucking Associations, along with 50 state trucking associations, had asked for a 30-day extension in a Sept. 9 letter to Transportation Secretary Anthony Foxx. “In the nearly 10 years since ATA concurrently petitioned NHTSA and FMCSA for action on this important issue, much has changed in vehicle and motor carrier safety,” ATA President Chris Spear wrote in the letter, citing advances in technology, stricter regulatory oversight and increases in speed limits at the state level. “These developments, along with new state laws and speed limits, have changed the way motor carriers view and respond to safety concerns. In addition, the proposed rule’s dramatic departure from ATA’s initial petition in terms of tamper-proofing, the lack of a retrofit requirement, and the agencies’ reluctance to specify a governed speed requires additional time for ATA and its federation partners to re-engage its membership on these important issues,” Spear added.

Arconic Inc. Launches as Independent Company, Separates from Alcoa Inc. Heavy Duty Trucking / November 1, 2016 “Today we launch Arconic as a strong independent company,” said Arconic Chairman and CEO Klaus Kleinfeld. “Our multi-year transformation while part of Alcoa Inc. substantially improved our competitiveness and profitability. Our culture combines driving innovation with a relentless focus on operational excellence and cost control; this positions Arconic to create significant value for our customers and profitable growth for our shareholders.” Arconic retained 19.9% interest in Alcoa Corporation, which is available for monetization. In the North American automotive market, Arconic invented the bonding process to enable the mass-market shift from steel to aluminum. The Company expects its North American automotive sheet revenues to grow six-fold, from $229 million in 2013 to $1.3 billion in 2018. Arconic representatives will mark the Company’s trading debut as ARNC by ringing the opening bell at the New York Stock Exchange on November 2. The Arconic Foundation, an independently endowed charitable organization, is also making its inaugural grant to an organization that reflects the Arconic vision: Engineers Without Borders (EWB). The $300,000 grant will support the mission of EWB in major countries where Arconic operates: the United States, the United Kingdom, France, Germany, Mexico and Brazil. EWB applies engineering and ingenuity to infrastructure projects worldwide to help build a resilient, sustainable future. .

Heavy Duty Trucking / November 1, 2016 The separation of Alcoa Inc. into two distinct standalone companies– Alcoa Corp. and Arconic Inc.—took effect on Nov.1. Back in Sept. 2015, Alcoa’s board of directors unanimously approved a plan to separate the 128-year-old firm into two independent, publicly traded companies. The aim was to create one entity (Alcoa Corp.) devoted to Alcoa’s traditional lightweight metal manufacturing and other upstream businesses and another (Arconic) focused on engineered products and solutions, including truck wheels. The spinoff was accomplished via a pro rata distribution by Arconic of 80% percent of the outstanding shares of newly formed Alcoa Corp. Alcoa Inc. shareholders received one share of Alcoa Corporation common stock for every three shares of Alcoa Inc. common stock, held as of the record date of Oct. 20. Alcoa Inc. shareholders also retained their shares of Alcoa Inc., which became Arconic Inc. shares. “Today we launch Arconic as a strong independent company,” said Arconic Chairman and CEO Klaus Kleinfeld. “Our multi-year transformation while part of Alcoa Inc. substantially improved our competitiveness and profitability.” Arconic stated in a news release on the separation that in the North American automotive market, it is at the “forefront of capturing growing demand for aluminum sheet as the industry shifts to light-weighting,” including for truck cabs and chassis. Arconic will also continue to offer its Alcoa-branded forced aluminum wheels for commercial vehicles. The company added that across its North American automotive portfolio, 96% of its revenues come from products “where it is number one or number two in its market.” .

Car & Driver / November 2016 Overview: If the Chevrolet Silverado 1500 and the Ford F-150 are the two mainstream consumer candidates in the full-size pickup-truck race, then consider the 2017 GMC Sierra 1500 a viable third-party alternative. Sure, the GMC technically espouses the same values as the mechanically identical Chevy, but the Sierra does so without the bow-tie badge and with a slightly more white-collar image. Three cab configurations and bed lengths, four trim levels, and five powertrain choices are available for this GMC. All two-door standard-cab Sierra 1500s come equipped with seating for three, while the double cab adds a rear bench seat and two small rear doors. A 6.5-foot box is standard for both cabs, although an 8.0-foot box is offered on single-cab models. With an available 5.8-foot bed, the bigger crew cab trades cargo space for additional rear-seat room. But you don’t have to make any sacrifices if you opt for a four-by-four crew cab, which also is available with the 6.5-foot bed. Both four-door Sierra 1500s offer the option to trade the standard three-across front-row bench seat for a pair of bucket seats and a large center console. While all cab configurations are available in base and SLE trims, the higher-end SLT trim is offered only with the double-cab or crew-cab body styles, and the top-of-the-line Denali comes only with the latter. Most base and SLE Sierra 1500s come standard with a 285-hp 4.3-liter V-6 engine and a six-speed automatic transmission; a 355-hp 5.3-liter V-8 that’s also connected to a six-speed automatic is optional, but it’s standard on base and SLE Sierra 1500 double-cab models with the 6.5-foot bed. Stepping up to the Sierra 1500 SLT and the top-of-the-line Denali moves the V-8 to the standard-features list. An eight-speed automatic transmission pairs with the V-8 in the Sierra 1500 Denali as well as in SLT crew-cab models equipped with either the Premium Plus package, the tow-friendly Max Trailering package, or the four-wheel-drive-only All Terrain or All Terrain X packages. The All Terrain X package is available exclusively with the 5.8-foot bed; it includes a performance exhaust system that ups the small-block’s output to 365 horsepower. Additionally, Californians can opt for the mild-hybrid eAssist package. Limited to Sierra 1500 SLT crew-cab models equipped with the 5.8-foot box, the package includes the V-8/eight-speed combo along with a 13-hp electric motor and a small battery pack mounted under the center console or the front bench seat. Those looking for a truck that can hustle, however, will want to check the box for the 420-hp 6.2-liter V-8 engine. Coupled with the eight-speed automatic transmission, the Sierra 1500’s biggest mill can be had on four-door SLT models as well as the Denali. For this review, we drove a GMC Sierra 1500 Denali with four-wheel drive and the $7450 Denali Ultimate package, which includes the 6.2-liter engine, a set of 22-inch wheels on all-terrain tires, trick power side steps, a sunroof, and a trailer-brake controller. Add a $395 coat of Mineral Metallic paint, and the truck’s price totaled a hefty $63,795. What’s New: After an extensive refresh for 2016, the Sierra 1500 enters 2017 with only a handful of minor changes. Automatic shutters behind the grille are standard, a capless fuel filler is introduced, and a low-speed automated braking system has been added to the truck’s available Enhanced Driver Alert package (which includes lane-keeping assist, automatic headlights, front and rear parking sensors, forward-collision alert, and a Safety Alert Seat that vibrates if the vehicle senses a potential collision). Additionally, crew-cab models can tow as much as 12,500 pounds—500 more than last year—and all 2017 Sierras come equipped with General Motors’ Teen Driver technology, a feature that gives helicopter parents a window into their young driver’s habits behind the wheel. What We Like: The Sierra 1500 is a handsome machine, especially when decked out in the ultraluxurious Denali trim or the sinister-looking All Terrain X package. Inside, the Sierra 1500 features a number of spacious storage pockets and bins, while logical controls make navigating the HVAC and multimedia systems a breeze. The interior is quiet, and the crew cab’s massive rear quarters provide plenty of space for passengers to stretch out. Like the Chevy Silverado, the Sierra is relatively light and responsive on the road for a big truck. Although they’re limited to the option sheets of pricier models, the 6.2-liter V-8 and smooth-shifting eight-speed automatic transmission make a powerful pair, able to launch these big trucks to 60 mph in less than six seconds. What We Don’t Like: As with most full-size pickups, don’t let the Sierra 1500’s $29,400 base price fool you—this is an expensive tool. Feature-laden SLT models start at $43,275 and can quickly inflate with the addition of a few simple options such as a bigger cab or four-wheel drive. Oddly, some items, such as a proximity key with push-button start and adaptive cruise control, aren’t on the options menu, while crew-cab models lack high-level HVAC vents for rear-seat occupants. Also, like its bow-tie sibling, the Sierra’s ride quality suffers considerably on its available 22-inch wheels, and to the detail-oriented, its slightly off-center driving position in relation to the steering wheel and instrument cluster can be an irritating design flaw. Verdict: A Chevy truck with a more highbrow badge. Photo gallery - http://www.caranddriver.com/photo-gallery/2017-gmc-sierra-1500-quick-take-review Specifications VEHICLE TYPE: front-engine, rear- or rear-/4-wheel-drive, 3-, 5-, or 6-passenger, 2- or 4-door pickup PRICING: Base, $29,400; Base 5.3, $30,695; Base 4WD, $33,340; Base 5.3 4WD, $34,635; SLE, $36,150; SLE 5.3, $37,445; SLE 4WD, $40,055; SLE 5.3 4WD, $41,250; SLT, $43,275; SLT 6.2, $45,970; SLT 4WD, $46,525; SLT 6.2 4WD, $51,580; SLT eAssist, $52,125; Denali, $53,350; All Terrain X 6.2 4WD, $54,960; Denali 6.2, $55,845; Denali 4WD, $56,500; Denali 6.2 4WD, $58,995 ENGINE TYPES: Pushrod 12-valve 4.3-liter V-6, 285 hp, 305 lb-ft Pushrod 16-valve 5.3-liter V-8, 355 or 365 hp, 383 lb-ft Pushrod 16-valve 5.3-liter V-8, 355 hp, 383 lb-ft + AC motor, 13 hp, 44 lb-ft (combined output, 355 hp, 0.5-kWh lithium-ion battery pack) Pushrod 16-valve 6.2-liter V-8, 420 hp, 460 lb-ft TRANSMISSIONS: 6-speed automatic with manual shifting mode 8-speed automatic with manual shifting mode DIMENSIONS: Wheelbase: 119.0-153.0 in Length: 205.0-239.0 in Width: 80.0 in Height: 73.7-74.1 in Passenger volume: 73-136 cu ft Curb weight (C/D est): 4700-5700 lb FUEL ECONOMY: EPA city/highway driving: 15-18/20-24 mpg C/D TEST RESULTS FOR: 2016 GMC Sierra 1500 Denali 6.2L V-8 4x4 Zero to 60 mph: 5.6 sec Zero to 90 mph: 11.4 sec Rolling start, 5-60 mph: 6.3 sec Top gear, 30-50 mph: 3.0 sec Top gear, 50-70 mph: 3.7 sec Standing ¼-mile: 14.0 sec @ 99 mph Top speed (governor limited): 99 mph Braking, 70-0 mph: 179 ft C/D observed fuel economy: 15 mpg

Car & Driver / November 1, 2016 For ages, automakers have been searching for a practical means of varying an engine’s compression ratio on the fly. How hard the air—and sometimes the fuel—is squeezed before ignition plays a crucial role in overall efficiency: Compressing the mixture as much as possible without detonation yields a longer expansion ratio and more power for every increment of fuel consumed. Since the compression ratio is determined by basic engine geometry (the cylinder volume with the piston at the bottom of its travel versus the top), that isn’t easily changed. One expedient now in wide use is combining the Atkinson cycle with variable valve timing. But Infiniti (Nissan) has made a ­significant stride with its Variable Compression-Turbo (VC-T). This boosted 2.0-liter four-cylinder, the product of two decades of research and 300 patents, will power unspecified Infiniti models beginning in 2018. Here’s how it works (see below): The key enabler is a piece Infiniti calls the “multi-link,” (001) a diamond-shaped component that replaces the connecting rod’s big end and allows computer control over each cylinder’s compression ratio. When the electronically controlled harmonic drive mechanism (002) rotates, the actuator arm (003), eccentric control shaft (004), lower link (005), and, finally, the multi-link all move to vary the piston’s stroke. Infiniti claims VC-T is capable of providing any desired compression ratio between 8:1 and 14:1. Bumping the ratio to 14:1 during light-throttle cruising maximizes fuel efficiency. Then, when the driver dips into the throttle, the compression ratio can drop as turbo boost rises, avoiding detonation. Infiniti hasn’t yet revealed any power, torque, or mileage ratings but claims that VC-T will combine the power of a 2.0-liter turbo gasoline engine with the torque and efficiency of a similarly sized diesel. Many auto­makers have experimented with compound-connecting-­rod and moving-cylinder mechanisms, but Infiniti appears to be the first to solve the durability issues of a crankcase stuffed with links and levers. Stroker Ace Honda has filed a patent in Japan for an engine in which each cylinder has a different stroke, their altering displacements translating to varied power potential and fuel consumption. The goal is to take fuller advantage of cylinder deactivation. When, for the purposes of saving fuel, the engine-control computer deactivates cylinders, it will be able to pick and choose which cylinders to drop to best match power and efficiency with the demands placed on the engine. If it moves beyond the developmental phase, it will still be years out. But probably not the 20 years Infiniti has into its VC-T. .

If you're me and carefully choose a new vehicle that you're absolutely thrilled with, a vehicle you can and will drive for 10 to 20 years, I suggest you ignore the settlement AND recall notices, and continue with the car you have and enjoy for many years to come. Over the next several years, changes are going to rapidly come to the light vehicle industry. If you don't "need" a new car, there's a strong argument for you to sit tight. Battery pricing, size and weight is falling quickly, and battery capacity is rapidly rising. And, don't give up on the gasoline and diesel engines just yet.

Ferdinand Piëch, the immensely powerful former chief of Volkswagen's supervisory board, is more than likely the root cause of the VW diesel-emissions scandal. Whether he specifically asked for, tacitly approved, or was even aware of the company's use of software to deliberately fudge EPA emissions testing is immaterial. I sat next to him at an industry dinner in the Nineties, just after the fourth-generation Golf had debuted at the Frankfurt show. I told him, "I'd like to congratulate you on the new Golf. First of all, it's a nice-looking car, but God, those body fits!" "Ah, you like those?" "Yeah. I wish we could get close to that at Chrysler." "I'll give you the recipe. I called all the body engineers, stamping people, manufacturing, and executives into my conference room. And I said, 'I am tired of all these lousy body fits. You have six weeks to achieve world-class body fits. I have all your names. If we do not have good body fits in six weeks, I will replace all of you. Thank you for your time today.' " "That's how you did it?" "Yes. And it worked." That's the way he [Piech] ran everything. It's what I call a reign of terror and a culture where performance was driven by fear and intimidation. He just says, "You will sell diesels in the U.S., and you will not fail. Do it, or I'll find somebody who will." The guy was absolutely brutal. I imagine that at some point, the VW engineering team said to Piëch, "We don't know how to pass the emissions test with the hardware we have." The reply, in that culture, most likely was, "You will pass! I demand it! Or I'll find someone who can do it!" In these situations, your choice was immediate dismissal or find a way to pass the test and pay the consequences later. Human nature being what it is—if it's lose your job today for sure or lose your job maybe a year from now, we always pick maybe a year from now. That management style gets short-term results, but it's a culture that's extremely dangerous. Look at dictators. Dictators invariably wind up destroying the very countries they thought their omniscience and omnipotence would make great. It's fast and it's efficient, but at huge risk. This diesel fiasco is immeasurable in terms of damages—so much worse than Toyota acceleration, Ford Firestone tires, or GM ignition switches. In all those cases, tragically, people died, but it wasn't premeditated. You settle with the victims' families, pay the fine, put in the new parts, and for $1.5 billion, it can all be contained. But this Volkswagen mess is like the disaster that keeps on giving. To make the cars legal in the U.S., VW will need to program them with the software that passes the test, in which case, performance is down and fuel consumption is up, and every VW TDI owner is part of a class-action suit against Volkswagen. To retrofit a urea system is basically a nonstarter, as it would require far too much change. There is no easy fix. But you can probably rely on the German government to do what is necessary to pull Volkswagen out of this crisis. In terms of marketing cars in the U.S., Volkswagen will need a radically new array of products that are much closer to mainstream American tastes than what it has. The whole "Clean Diesel" campaign, as the foundation of the VW brand, cannot be resurrected. It's history. Robert "Bob" Lutz