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Transport Topics / October 6, 2016 Detroit Diesel Corp. will pay $28.5 million in fines and pollution-reduction projects to resolve violations of the federal Clean Air Act, the U.S. Justice Department and the Environmental Protection Agency announced Oct. 6. The company was cited by the federal regulators for selling heavy-duty diesel engines that were not certified by EPA and did not meet applicable emissions standards. Detroit Diesel will pay a $14 million civil penalty and will spend $14.5 million on projects to reduce nitrogen oxides and other air pollutants, including replacing high-polluting school buses and locomotive engines with models that meet current emissions standards, the federal agencies announced. Detroit Diesel is an affiliate of Daimler Trucks North America, a wholly owned subsidiary of the German Daimler Group. The government's complaint, filed Oct. 5 along with the settlement announcement, alleges that Detroit Diesel violated the Clean Air Act by producing and selling 7,786 heavy-duty diesel engines for use in trucks and buses in model year 2010 without a valid EPA-issued certificate demonstrating conformity with Clean Air Act standards to control nitrogen oxides, or NOx, emissions. The engines also didn't comply with emission standards for 2010 model year engines, the federal complaint alleges. The school bus and locomotive engine replacement projects that are part of the settlement will reduce ambient air levels of nitrogen oxides and other pollutants, Justice and EPA officials said. Dave Giroux, director of corporate communications for Daimler Trucks North America, said in an e-mailed statement that Detroit Diesel received an unexpected increase in customer orders for model year 2009 engines in the second half of 2009. "To complete production of those engines in 2009, Detroit would have had to ramp up production by adding shifts," he said. "But because of the low number of orders for MY2010 engines, Detroit would have then had to lay off workers at the end of the year and run a skeleton shift for the first half of 2010." Instead of interrupting its labor force, Detroit Diesel began assembly of the model year 2009 engines in 2009 and completed the engines in 2010, something it believed it was allowed to do under EPA regulations, Giroux said. Using this “short block” assembly method, Detroit Diesel assembled about 80% of each engine in 2009, including the crankshaft, block, pistons,and connecting rods. The company then stored the short block engines temporarily and completed the remaining assembly in early 2010, Giroux said. Before beginning short block assembly, Detroit informed the EPA of its intent, Giroux said. But EPA officials later asserted that because the engines were completed in 2010, the short block engines should have met stricter 2010 standards, Giroux said. "Ultimately, the EPA disagreed with Detroit’s interpretation of the regulations, but not until it was too late for Detroit to reverse course," Giroux said. “While Detroit disagrees with the EPA’s position and was surprised to receive the EPA’s conclusion that its definition of ‘produced’ didn’t apply to our engines, to avoid litigation and stay focused on producing the most efficient engines in the market, Detroit has decided to settle with the EPA,” said Brian Burton, Detroit Diesel's general counsel. Under the terms of the settlement agreement, EPA will release all of its claims of violations related to the short block engines in question and will not order their recall, Giroux said. In exchange, the company will spend $10.87 million to replace older, higher-emitting school buses across the country, with a special emphasis on economically disadvantaged school districts. Detroit Diesel also will spend $3.625 million to upgrade diesel locomotive engines, with a special emphasis on engines used in more polluted areas, he said. Detroit Diesel was named a Green Leader for large businesses in Michigan by the Detroit Free Press last year, as decided by an independent panel of judges. The company was lauded for its efforts to improve efficiency and reduce pollution. The case demonstrates the critical importance of EPA's vehicle and engine certification program to achieving the goals of the Clean Air Act, John Cruden, assistant attorney general for the Justice Department's Environment and Natural Resources Division, said in a written statement. "By not certifying the engines in accordance with the rules, Detroit Diesel Corp. increased pollution and undercut competitors," he said. "We will uphold the integrity of that program by holding accountable those that skirt the rules.” "Today’s settlement protects clean air for many communities and vulnerable people across the country, including school children," said Cynthia Giles, assistant administrator for EPA’s Office of Enforcement and Compliance Assurance. The EPA will continue to hold engine manufacturers accountable for meeting emissions standards that protect public health and the air we breathe."

Paccar is already in Class 5 with the Kenworth T170 and Peterbilt Model 325. http://www.kenworth.com/media/52627/t170-t270-and-t370-combined.pdf http://www.peterbilt.com/products/medium-duty/325/

Paul, both Finland and Sweden have had the wisdom to allow B-doubles, under the "modular concept", since 1997. https://www.unece.org/fileadmin/DAM/trans/wp24/wp24-presentations/documents/pres08-04.pdf http://www.nvfnorden.org/lisalib/getfile.aspx?itemid=260

Bosch Shows off Concept of Trucking Future at IAA Heavy Duty Trucking / October 3, 2016 Job description for the truck driver of the future: perform key freight forwarding tasks, including checking transport status via cloud, responding to e-mails, organizing routes, and adjusting them to take on additional cargo. Ideal candidate: a team player with good multitasking capabilities – confidence in using new media a must! That’s Bosch’s vision of the driver’s job in the not-too-distant future as shown off at the IAA Commercial Motor Vehicles show in Hannover, Germany, recently. "The truckers of the future will go from being drivers to serving as logistics managers,” says Dr. Markus Heyn, member of the board of management of Robert Bosch GmbH. The commercial vehicles of 2026, Bosch said, will be automated, connected, and electrified. Bosch showed off the “VisionX” concept study it’s using to demonstrate what commercial vehicles will be capable of in just a few years. Fully connected and in some cases offering automated driving, they will run on highly efficient diesel or even electricity as the situation demands. “The truck of the future will be a 40-ton smart device on wheels,” said Heyn. Smart connectivity and automation will enable it to navigate traffic on the freeway itself, mostly without driver intervention. This will give drivers time to take care of other tasks, such as planning routes, processing shipping documents, or simply taking a break. Visitors to the Bosch booth at IAA got a chance to sit behind the wheel and watch a highly realistic animated feature that allowed them to experience the future of truck driving firsthand. The Bosch booth also featured a bevy of real-world technologies that are available now, including: • New display and user interfaces. Bosch is putting large displays and touchscreens in trucks to make connectivity and infotainment functions easy to use. • Digital exterior mirror: The Mirror Cam System replaces the two side-view mirrors, reducing wind resistance considerably and cutting fuel consumption by 1 to 2%. Connected horizon: Bosch’s electronic horizon advanced cruise control is being expanded to include real-time data. In addition to topographical information, the assistance function will also be able to draw on real-time data from the cloud. This will allow the engine and transmission management to take construction areas, traffic jams, or even icy patches into account. • Camera system: The MPC 2.5 is a multi-purpose camera with integrated image processing system that identifies, classifies, and locates objects in the vehicle’s surroundings. Besides a predictive emergency braking system, which has been mandatory across the EU since fall 2015 for all trucks with a gross vehicle weight of more than 8 metric tons, the camera opens up a host of assistance functions. One of these is intelligent headlight control, which automatically turns on the headlights during night driving or in tunnels. The camera also aids recognition of traffic signs, incorporating them into the cockpit display to keep the driver better informed. • Servotwin steering: Bosch Servotwin electro-hydraulic steering system offers speed-dependent steering support with active response and consumes less fuel than purely hydraulic steering. Servotwin compensates for potholes and provides the driver with a good grip on the pavement. Thanks to its electronic interface, the steering system is the basis for driver assistance functions such as a lane-keeping assistant or cross-wind compensation. The steering system is used in Mercedes-Benz’s autonomous Actros. • Electrical hybrid powertrain: Bosch has developed a parallel hybrid system with 120 kW of power for heavy commercial vehicles. The system makes it possible to cut fuel consumption by up to 6%. The main components for long-haul transport are the electric motor and power electronics. The space-saving electric drive is integrated into the powertrain between the engine and gearbox, so no extra transmission is needed. It assists the internal-combustion engine, recuperates energy, enables coasting, and makes electric driving possible.

Heavy Duty Trucking / October 3, 2016 Eaton and Cummins have expanded the SmartAdvantage powertrain lineup to include a new transmission model with 1,850 lb.-ft. of torque. The SmartAdvantage powertrain will be offered as a multi-torque model that is compatible with Cummins’ SmartTorque2 functionality on ISX15 SA and X15 SA engines rated up to 500 horsepower and 1,550/1,850 lb.-ft. of torque. Additionally, the SmartAdvantage powertrain will not require the use of a transmission cooler. “The 1,850 lb.-ft. rating has been added to provide customers with improved grade capabilities and acceleration while broadening the downsped SmartAdvantage powertrain offerings,” said Alex Stucky, product strategy manager, commercial powertrain, Eaton. “It will provide superior performance on grades and highway on-ramp entrances.” .

Transport Topics / October 4, 2016 The Rolling Stones played a blistering 90-minute surprise set on Oct. 3 for 1,200 truckers at the 2016 Freightliner customer appreciation dinner here. The event took place during American Trucking Associations’ annual Management Conference & Exhibition. The band played a 14-song set spanning their legendary catalog inside a conference room converted into a concert venue at the Bellagio hotel. Throughout the evening lead singer Mick Jagger praised the work that truckers perform and thanked Martin Daum, president of Daimler Trucks North America, for inviting them to play. At one point, Jagger named several Freightliner truck models, saying they were great for taking the family on a Sunday afternoon drive. He also joked he was asked not to name any specific trucking companies or executives, something that Paul McCartney had done during his set at last year’s Freightliner dinner in Philadelphia. The Rolling Stones and McCartney are both taking part in a musical festival each of the next two weekends in California, billed as the Desert Trip. The Stones also return to Las Vegas to perform on Oct. 19 and Oct. 22 at T-Mobile Arena. The Stones updated their website Oct. 3, hinting at an announcement coming Oct. 6. Music industry speculation is that the announcement will reveal the release date for an upcoming blues-themed album. The set list performed by The Rolling Stones at the Freightliner event: Start Me Up You Got Me Rocking It’s Only Rock 'N Roll Out of Control Tumbling Dice Wild Horses Mixed Emotions Honky Tonk Women Miss You Gimme Shelter Brown Sugar Sympathy for the Devil Jumpin' Jack Flash Encore: (I Can't Get No) Satisfaction .

The Morning Call / October 3, 2016 Volvo Group subsidiary Mack Trucks, which is the largest employer in Lower Macungie Township, Pennsylvania, and the union representing its local workers reached a labor agreement the weekend of Oct. 1. "We reached a tentative three-year agreement yesterday, but we can't provide any other details at this time," Mack spokeswoman Kim Pupillo said Oct. 3. Mack's existing contract with United Auto Workers Local 677 expired at midnight Oct. 1. While union officials did not return calls seeking comment on Oct. 3, the union posted on its website at 2:45 p.m. Oct. 2 that a tentative agreement had been reached. In addition, a pre-recorded message on the union's answering machine informed workers of the agreement and told them to report to work as scheduled. Online posts from the union indicate negotiations continued until after 2 a.m. Oct. 2, with those talks revived again shortly after, at 8:30 a.m. Even before the agreement was reached the afternoon of Oct. 2, a post from the union at 8 a.m. Oct. 2 told members to report to work as scheduled unless they heard from picket captains saying they were going on strike. The 1-million-square-foot plant in Lower Macungie is where all Mack trucks built for the North American market and export are assembled. The company's Lehigh Valley Operations employ approximately 1,500 employees. With heavy-duty truck demand sagging this year, Mack has several weeklong production shutdowns — or temporary layoff weeks — scheduled this fall. In fact, the Lower Macungie plant will be idled during the week of Oct. 17, when one of the weeklong shutdowns is scheduled. The local plant also has a new manager. Rickard Lundberg, a longtime executive at Sweden-based parent company Volvo Group, started as vice president and general manager of Mack Lehigh Valley Operations on Oct. 1.

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Navistar Unveils International LT to Replace ProStar Transport Topics / October 3, 2016 Navistar Inc. turned its product renewal strategy toward Class 8 highway tractors, unveiling its new International LT Series of trucks here Sept. 30 in front of more than 400 customers, dealers, employees and journalists. Lisle, Illinois-based Navistar is using a three-pronged approach to sell the five versions of LT: driver appeal, fuel economy and vehicle connectivity. Company executives said they already have orders for 2,000 LTs to be built at the Navistar plant in Escobedo, Mexico, starting in November, and the first vehicle will be delivered in December. “The new International LT Series reflects our vision for the future of the trucking industry, with a host of advancements that support improved driver safety and productivity, as well as fuel efficiency and uptime,” said Bill Kozek, Navistar president for Truck and Parts. “This new vehicle reflects our strong belief that integrating the best technology will provide customers with a significant operating advantage,” he added. LT — for linehaul transportation— will replace the 10-year-old ProStar models, which are being phased out in the United States and Canada. LT’s five body types are a day cab and four sleepers: 56 inches deep, low-roof or high-roof; and 73 inches, high-rise or sky-rise. LT engines will come with 15 or 13 liters of displacement. The first engine option for LT is the new Cummins X15 made in Jamestown, New York. This is the replacement for the ISX engine series and it is designed to comply with the federal government’s Jan. 1, 2017, greenhouse-gas emission standards. In April, Navistar will add its in-house N13 engine as an option. Also coming that month will be LT’s smaller sibling, the International RH for regional hauling. Jeff Sass, Navistar senior vice president for sales and marketing, said all of the RH trucks will be day cabs and will be aimed at private fleets for distribution work, drayage carriers and petroleum haulers, among others. LT is the offspring of Navistar’s 2014 concept truck, Project Horizon, that was built to explore fuel economy and advanced technologies. LT also benefitted from the Department of Energy’s SuperTruck research and development program. Shortly before the LT event, Navistar said it completed its SuperTruck for DOE known as CatalIST. Company engineering vice presidents Stephen Gilligan and David Majors said several elements from CatalIST are present in LT: the aerodynamic sculpting of the cab, including the slope of the windshield; roof fairings; the dashboard; and lightweight materials such as aluminum and carbon-fiber panels. Combining benefits from aerodynamic improvement, weight reduction and the new engines, Navistar said LT will get 7% better mileage than the final ProStars now being made, and that three of those seven percentage points come from aerodynamics. Gilligan said the changes were incorporated with a consideration for return on investment. “Resoundingly, yes, this does pay out,” Gilligan said of the price increase for LT over ProStar. He said fuel-economy savings should recoup the roughly $2,000 price hike during the first year of operation. CEO Troy Clarke said vehicle connectivity is a crucial part of the company’s strategy, including telematics for maintenance, active safety systems and multi-truck platoons. “Companies that will win will be those who embrace this change. It will be a disruptive force for good,” Clarke said. He expects connectivity rates to soar over the next 10 years and said LT was designed as “a springboard to where trucking is going next.” While fleet owners will write the checks for the trucks, drivers were a crucial constituency to be pleased. A marketing video featured Clarke, Sass and another executive riding with drivers in their ProStars and talking about what would make a good truck. Navistar counted 500 ways in which a driver touches a truck, and made improvements where possible, including the return of air horn lanyards, more storage space — including cup holders and improved road visibility so a driver doesn’t have to turn his or her head so far. Majors, the engineer, said the design process included comments from 100 drivers and fleet managers. Because of that, the truck runs more quietly, making it easier for occupants to talk. He said there are multiple changes on technology attachments, control buttons and heating/air conditioning units, making it easier for drivers to do paperwork, rest and, of course, drive.

http://media.navistar.com/index.php?s=43&item=813 https://www.internationaltrucks.com/lt-series

Navistar names SAF-Holland fifth wheel partner for International LT truck Fleet Owner / October 3, 2016 SAF-Holland, a global manufacturer of fifth wheels, trailer suspension and axle systems, truck suspensions, landing gear, and coupling products, announced that Navistar has named it as its standard position fifth wheel partner. And the FW17 has been awarded the position as the standard fifth wheel on Navistar’s International LT Series truck. The Holland FW17, manufactured from cast-steel, is the lowest weight steel fifth wheel available; designed as a durable, yet weight reduced choice for on-highway fleets, according to the company. “SAF-Holland is honored that Navistar chose Holland as its standard fifth wheel on International trucks,’” said Jeff Talaga, vice president of sales & strategic development, Americas. “This is another milestone that strengthens our relationship with Navistar and allows us to expand our fifth wheel product offering to International dealers and their customers.” An optional air release feature allows in-cab air release of the fifth wheel locking mechanism. The FW17 is backed by the company’s 5-year/500,000 Mile Performance Guarantee. “The FW35, with a NoLube option, is the most versatile and proven fifth wheel. Its strong and durable Twin-Lock mechanism design immediately captures the kingpin for a quick, reliable couple. Saving up to 100 pounds over competitive fifth wheels, the FWAL is made with ALCOA forged aluminum, making it the world’s lightest weight and only aluminum standard-duty fifth wheel,” the company said. .

DTNA chief sees slow U.S. truck sales through mid 2017 Fleet Owner / October 3, 2016 Overall U.S. retail Class 8 sales will end the year 26% below 2015. Calling the current downturn in U.S. Class 8 truck sales “a bit unexpected,” Martin Daum, president and CEO of Daimler Trucks North America, now expects those slow sales to continue through the first half of 2017. And while he believes sales will pick up in the second half, “they won’t be enough to offset the first half, so we’re seeing 2017 as off slightly from this year,” he said at a press conference during the American Trucking Assns.’ annual management conference. Overall Class 6 to 8 retail sales in the U.S. will end the year down 16% from 2015, with almost all of the loss coming in Class 8, according to Daum. Heavy truck sales will be off 26% from 2015 levels, he said. With expectations that interest rates will remain relatively low and the economy will continue to register growth, Daum now sees a return to stronger Class 8 sales finally coming in 2018. Those sales will be driven by fleets beginning to refresh aging equipment, he said. Analysts forecasts U.S. retail Class 8 sales ending the year at 210,000 trucks, down from 253,000 in 2015. Recent calculations put 2017 sales in the range of 150,000 to 154,000 units, with a fairly strong resurgence following in 2018. “We might have forgotten a bit about [cyclical truck-sales downturns] during the strong markets the last two years,” Daum said. One of his goals for DTNA in the coming year is to successfully manage the market cycles no matter where the final numbers end up. Turning to other topics, Daum called the recently release Greenhouse Gas (GHG) Phase 2 reduction proposal “challenging but achievable” by fine-tuning existing technology. He praised federal regulators for working with industry to develop a plan that gives truck manufacturers “flexibility, lead time and certainty… without surprises or disruptions.” While Daum doesn’t rule out any new technologies, “we definitely won’t need waste heat recovery, battery power or natural gas” to reach the 2020 to 2027 Phase 2 requirements. The required reductions in GHG emissions “are huge steps, but I’m confident we can reach them,” he said. By comparison, the future of autonomous driving technologies is “still too blurry” for any type of definitive government regulation. “We don’t even know yet what is possible, and we have to work our way though exploring those possibilities,” Daum said.

Heavy Duty Trucking / October 2, 2016 Despite a challenging truck sales environment and not hitting a few goals laid out last year, Daimler Trucks North America is still confident it can remain the industry leader in this “new normal” environment, president and CEO Martin Daum told reporters at the American Trucking Associations Management Conference & Exhibition Monday. In DTNA’s annual roundtable, Daum said the company’s projections a year ago for growth in 2016 “were much more optimistic” than reality, but the company, which sells Freightliner and Western Star trucks, is looking for a turnaround in truck sales in mid-2017. “We are facing some headwind,” Daum said in a bit of understatement, noting that the company is now projecting that 2016 Class 8 sales in the U.S. will be around 184,000, down 26% from 2015’s 249,000. Looking at Class 6-8, that number is projected to be down 16% to 304,000, reflecting a stronger Class 6 and 7 market. “The big question is, how will it go into next year,” Daum noted. “We think by mid year (next year) the speed will pick up again but not enough to compensate what we lose in the first half. We see next year at the same level or a little lower but with a positive outlook into 2018.” Nevertheless, Daum said, DTNA continues to hold the lion’s share of the market, with 42% of the U.S. Class 8 sales as of August, up 1.7% from last year. One of the reasons for Daum’s optimism is the next-generation Freightliner Cascadia unveiled last month. “A lot of times you announce something as a new truck and it’s just a facelift. But here we really, from the ride to the electronics to the cab, we really really changed a lot. The truck really is awesome, it’s better than we expected.” The roundtable covered a wide range of topics: GHG Phase 2 regulations Daum called the new Phase 2 greenhouse gas/fuel economy regulations unveiled by the EPA and NHTSA this summer “challenging but achievable” and “a tough but management compromise.” “When I summarize why we are so positive about the rule, it gives us the flexibility how to achieve the targets — we didn’t want mandated technology. And we have the lead time. It’s not that you have to do something tomorrow. so you have time to really study, plan, test, push. Long term planning gets rewarded. And it gives us certainty, with clear targets between now and 2030 for each vehicle and engine category.” This should help avoid the disruptive pre-buy cycles that plagued the emissions regulations of the 2000s, he said, noting that we are still seeing the “aftershocks” fro the huge oscillation after the 2006 prebuy. Connectivity game-changer While a lot of the buzz in the industry and outside of it is focusing on autonomous vehicles, Daum said connectivity and analytics are what are truly the game-changer for fleets. He pointed to Detroit Virtual Technician, noting that customers now say they can’t live without it. “Welcome to real connectivity,” he said, pointing to enhancements to Detroit Connect suite of connected vehicle services. DTNA announced that AT&T will provide Internet of Things connectivity for the new Detroit Connect Truck Data Center platform. Exclusive to the new Freightliner Cascadia, the platform features communications hardware that will deliver new capabilities for Detroit Connect, including Detroit Connect Remote Updates, which enables over-the-air engine programming and powertrain electronic firmware update capabilities for customers, as well as the ability to integrate third-party telematics applications. Daum noted that Detroit Connect is now a five-year standard base package, and predicted that even second owners will be using it beyond that. For the next year, Daum said he is going to challenge his team to launch “unexpected killer apps.” As for autonomous vehicles, even though DTNA has been a leader in demonstrating these technologies, he noted that what will happen with the regulatory framework is not very clear. While government and industry worked together to come up with a compromise on the greenhouse gas rules, he said, that’s easier because we’ve been dealing with emissions regulations since the late 1990s, and because there are concrete goals as far as reductions in C02 and improvements in fuel efficiency. “But autonomous is far more elusive. A, we don’t know yet what all is possible. … then you have the passenger car industry big time in it, we are coming from a completely different mindset than the passenger car guys.” Even the ambitious startups, he said, don’t seem to be thinking in terms of heavy trucks driving autonomously in cities, unlike some of the automotive technologies. “We think of going from the outskirts of Las Vegas to the outskirts of Chicago, potentially having the driver sleeping. “With GHG we have clear targets, but with autonomous i would say it’s too blurry…. at the moment we are still in the exploratory phase.” Some things need work Daum candidly acknowledged that a couple of areas need more work, including its customer service initiative, and the fact that the uptake so far on the new DD5 medium duty engine has not been as high as hoped. It’s one thing to talk about improving the turnaround of truck repairs at dealerships, Daum said, and another to meet concrete metrics set forth in its Express Assessment and Elite Support programs. “As a technology-driven company it’s important to me we have true metrics to measure.… for us it’s every single truck has to be back on the road in less than 72 hours and the customer knows what’s going on with his truck in the first two hours.” The programs have seen success, moving from about 65% of trucks out in 72 hours in the fourth quarter of 2014 to 71% in the second quarter of 2016, but that’s not good enough, Daum said. The current goal is to be at 85% by the end of 2017. One way they’re addressing that, he said, is by focusing its certification process more on attitude and continual improvement rather than “just checking the box.” He compared it to students taking an exam and getting an A on the test, but promptly forgetting what they’d learned. “I got an A+ in chemistry, but I’m not a chemist,” he noted. “That is not what we would allow for our dealers. It has to be a regular, day to day attitude.” At the same time, DTNA is expanding its parts distribution center network to get replacement parts closer to where they are needed. A new PDC recently opened in Dallas and Daum said more network tweaks are in the works. Moving forward, he said, the goal is to “use service as a differentiator — not just a marketing slogan. To really push the needle farther.” As for the Detroit DD5 medium-duty engine launched this summer, Daum said there will be 500 units sold this year. “I thought we would be a little further down the road,” he said, “but it seems it takes a little longer to accustom the market to a new engine. That should be a warning sign to whoever wants to enter the North American market with a new engine — it’s not that easy.” While the DD5 is built on a global engine platform, Daum emphasized that it is truly a Detroit engine, designed for North America. Staying ahead of the competition In looking at goals for the coming year, Daum took aim at both established and new-entry competitors when discussing the goal to “stay far ahead of the competition.” “Market share is one thing, but it is more than market share,” he said. “We want to be the leading brand, the leader in technology.” He noted that prototypes are one thing, but “between prototype and mass production and hitting the road, there are years in between and thousands of questions to be answered. We want to be the answer.” He noted that it applies to any competition, “not just established, but any newcomer.”

Daimler and Trailer Maker Partner on European Fuel-Efficient Rig Heavy Duty Trucking / September 30, 2016 Daimler’s Mercedes-Benz Truck unit along with Germany-based trailer maker Krone have teamed up to put together a linehaul tractor-trailer they say delivers up to a 20% cut in fuel consumption compared to existing combinations. The rig, rolled out at the IAA Truck Show in Frankfurt, Germany, consists of the latest generation Mercedes-Benz Actros over-the-road cabover mated to Krone’s new Profi Liner Efficiency, an aerodynamically enhanced curtain-side trailer fitted with low-rolling-resistance tires. According to Daimler, the specific Mercedes-Benz Actros unveiled at IAA features an efficiency package that includes the latest generation OM 471 six-cylinder in-line diesel engine as well as the OEM’s Predictive Powertrain Control (described as an “anticipatory cruise control system”) and “A-label” low-rolling-resistance tires. When combined with the new Krone Profi Liner Efficiency trailer, Daimler said, “it promises a reduction in fuel consumption, and therefore CO2 emissions, of up to 20% compared to existing combinations.” A standard semitrailer-tractor combination from 2014 is the basis of the comparison. The manufacturers said that their second yearly “Efficiency Run” involved five fleet customers that tested the fuel efficiency of the rigs and verified the results. Daimler and Krone laid out the various contributions that added up to the 20% efficiency gain: - Krone Profi Liner Efficiency: over 5% - Mercedes-Benz Actors tractor unit: up to 6% - Daimler Predictive Powertrain Control: up to 5% - “A-label” low-rolling-resistance tires on tractor: 2 to 4% The trailer’s aerodynamics were improved with new self-engineered Krone side panels made of impact-resistant plastic that cover all the sides, including those of the three trailer axles and a four-part folding “rear wing,” also made of robust plastic. "In 2015, the first Efficiency Run proved that the integrated approach works,” said Wolfgang Bernhard, head of Daimler Truck and Buses, speaking at an IAA press briefing. “Now, just one year later, we are putting products that are fit for series production onto the roads. "Our optimized semitrailer-tractor combination pays off for the environment and our customers," he continued. "It lowers CO2 emissions and fuel consumption by up to 20%– and the cost can be amortized in about 18 months." Gero Schulze Isfort, managing director of Krone Commercial Vehicle Group, pointed out that since the inaugural Efficiency Run in 2015, the company further optimized its trailer “particularly with regard to everyday practicality. Thus, this year we were able to launch another field trial, now ended, which has resulted in a semitrailer that is fit for series production and is now going on the market-- the Profi Liner Efficiency." The manufacturers noted that the Efficiency Run test did not look solely at fuel savings but also assessed the new trailer's everyday usability. That involved reviewing handling, noise emission, robustness, loading options, and access. During the three months of testing, the five combinations covered more than 150,000 km (93,200 miles) on German roads. They transported car engines, steel, paper, timber products and building materials over short and long distances. According to the drivers on the run, the new trailer proved its worth in day-to-day operation. Loading is possible from all sides and from the top and it was reported that using a forklift to load from the side works as smoothly as with a conventional trailer, despite the side panels. No damage to the side panels was noticed during the testing. Reverse docking to a loading ramp was also completed without difficulty as long as the four-part rear wing is folded before opening the rear-doors. Based on feedback from drivers, this takes just a few seconds. The manufacturers also said the structural system for the side panels was “singled out for high praise.” It comprises five individual elements that can be removed easily by hand at the height of the trailer axles, “an important consideration when a wheel needs to be changed.” It was also noted that the lightweight plastic side panels (a proprietary Krone design) are “so stable that they do not cause any wind noise.”

ZF Emphasizes Safety with Newest Innovation Concept Truck Heavy Duty Trucking / September 30, 2016 ZF rolled out its Innovation Truck 2016 concept vehicle at the IAA show in Hannover, Germany, to demonstrate its capabilities for developing autonomous-driving technologies. Noting that it is keeping at the forefront its “Vison Zero” goal of attaining accident-free driving, the Germany-based component supplier said it’s “working on enhancing current assist systems for practical use on the road.” The company said those efforts have led to developing a Highway Driving Assist (HDA) that helps to keep the vehicle in its lane and an Evasive Maneuver Assist (EMA) system that allows a truck to independently evade obstacles and brake. ZF noted that EMA was developed in cooperation with Wabco. ZF said its Innovation Truck 2016 also “boasts a highly efficient solution with its autonomous maneuvering function,” dubbed SafeRange. “Its intelligently networked systems allow the concept vehicle to autonomously maneuver to the loading bay in a precise and efficient manner, and if needed, with zero local emissions,” the company stated. By applying its expertise in sensor technology, control electronics and mechatronic systems, ZF said it has enabled the Innovation Truck 2016 “to see, think and act” for safer and more efficient driving. According to ZF, here is how each of the three new systems function: - EMA detects whether advanced emergency braking or driver-initiated braking is sufficient to stop the vehicle before hitting an obstacle. If braking alone is insufficient to avoid a rear-end collision, EMA directs the truck with its trailer independently (activated by the steering motion of the driver to the right or left) and safely toward the desired free lane or hard shoulder. ZF developed the system in cooperation with Wabco in early 2016. It analyzes information from cameras and laser sensors, and then activates the ReAX active electric power steering as well as the service brakes. “A multi-stage warning ‘cascade’ keeps the driver involved so that the system can be overridden at any time.” - HDA keeps the vehicle in its lane and effectively helps protect drivers from not paying attention, being distracted or being overtaken by a few seconds of microsleep. The system not only warns the driver that the truck is unintentionally moving out of its lane, it also actively and independently keeps the truck in the lane. At the same time, it automatically maintains a safe distance from the vehicles in front at any speed, also including stop-and-go functionality. - The SafeRange autonomous maneuvering function networks the truck to systems in the truck terminal. The truck that’s to be maneuvered only needs a “target” on its trailer for the stationary cameras on the loading bay to detect it. A computer inside the terminal calculates the trajectory and transmits the data via WiFi to the ZF Openmatics telematics system in the truck. Then the vehicle control system takes over, using ZF's active electric power steering, ReAX, and the TraXon Hybrid automatic transmission to steer the truck to the loading bay electrically and emissions-free. A tablet doubles as an HMI control system that can be used to maneuver the truck from outside the driver’s cab.

Heavy Duty Trucking / September 30, 2016 The Jost Group introduced a new fifth wheel coupling and trailer steering system at the IAA Commercial Vehicle Show in Hannover, Germany. The JSK 34 sensor coupling version of the ultralight JSK 34 fifth wheel coupling was shown at the show. The ultralight JSK 34 cast fifth-wheel coupling is designed for 2-inch kingpins and can reduce the system weight by up to 88 pounds in some series. It is suitable for all weight-sensitive transports, such as tanker and silo transports. Jost has equipped the JSK 34 with a hybrid bearing to increase driving comfort and service life while also reducing the dynamic load on the vehicle’s frame. This type of bearing combines the robustness and shock absorbing performance of a rubber bearing with the frame-friendly properties of a plastic bearing. Tridec, Jost’s brand for trailer axle steering systems and single-wheel suspensions, presented the EF-S steering system for trailers, which provides more options for driving, maneuvering and safety with its sensor technology and remote control. EF-S enables trailers with an extremely low trailer neck, such as milk and bulk tankers or trailers with monocoque constructions, to be equipped with a steering system for kingpin axles. The kingpin steering system can steer a maximum of three kingpin-steered axles. It allows the trailer to turn more than usual in tight bends or minimize the swing-out radius of the rear in confined space conditions. Manual steering by wireless remote control makes the axles steer in ratio or at equal steering angles (“crab steering”). EF-S can deliver extra maneuverability leading to time savings, lower fuel consumption and less tire wear. The EF-S steering system is designed to be simple and easy to install without enormous adapting to the frame, allowing the steering angle to adapt to the mounting space.

Kenworth rolls out a variety of enhancements Fleet Owner / October 2, 2016 Its “Advantage” configuration will become the standard powertrain package for the T680 model in 2017. Mike Dozier, general manager for Kenworth Truck Co., detailed a long list of enhancements and new offerings being introduced by the OEM this year and on into 2017 at the at the annual American Trucking Associations (ATA) conference. First up: a new 52-in. mid-roof sleeper package for Kenworth T680 models in Advantage powertrain configurations, aimed at regional haul and LTL customers, that should help deliver up to a 6% improvement in fuel economy. New aerodynamic elements on the 52-in. mid-roof sleeper help redirect airflow around the chassis and sleeper include a front air dam to redirect around versus under the tractor, mini “kickout” fairings to force air around the trailer and drive tires, and lower fairing extenders, Dozier said. He added that the OEM is also going to start offering the FlowBelow Tractor AeroKit as an option for its T680 models starting in the first quarter of 2017. That “Aerokit” features fairings fitted on each side of the truck between the T680’s tandem axles, a fairing directly behind the rear drive axle, and quick-release aerodynamic wheel covers that reduce turbulence within the wheel itself, according to Kenworth, with the fairings constructed of a durable yet flexible thermoplastic polyolefin (TPO) for long life. Dozier added that Kenworth is also going to make its “Advantage” configuration the standard package for its T680 line. That configuration includes a PACCAR MX-13 or MX-11 engine mated to an Eaton Fuller Advantage series 10-speed automated mechanical transmission (AMT) plus Meritor MT40-14X drive axles rated at 40,000 lbs. Dozier added that Kenworth is going to add the Bendix Wingman Advanced radar-based collision mitigation system as an option for its medium duty T270 and T370 models, noting that the Wingman system is “already popular with our Class 8 customers” and should be ideal in the heavy start/stop traffic flows experienced by medium-duty fleets. Other new offerings and enhancements introduced by Kenworth include: - Beginning in 2017, Kenworth will expand its onboard TruckTech+ diagnostic package and PACCAR Solutions portal to include a service management system powered by Decisiv that will allow fleets to monitor the service status for their individual trucks in real-time. - The Kenworth power management system, available on its T680 and T880 models, will be upgraded to add cab temperature monitoring to the system’s auto start and stop capability. - The addition of the Espar Airtronic D4 fuel-fired bunk heater that produces nearly double the BTUs [British Thermal Units] of Espar’s previous generation heater. The Airtronic D4 heater has a BTU rating up to 13,650, and is available for the Kenworth T680 and T880 specified with either the 76-in. or 52-in. sleepers - The 8.9-liter Cummins Westport ISL G Near Zero NOx [oxides of nitrogen] emissions natural gas engine, rated at 320 hp and 1,000 lb.-ft. of torque, will become available as an option for the Kenworth T680 and T880 models in early 2017. NOx emissions from the ISL G are 90% lower than the current NOx limit of 0.2 gram per brake horsepower-hour, and meet the 2017 EPA greenhouse gas emission (GHG) requirements, Kenworth said.

2017 Peterbilt Model 579 preview Fleet Owner / October 2, 2016 Ahead of the official announcements of the improved performance of the 2017 Paccar MX-11 and MX-13 engines, along with a new proprietary tandem axle that is designed to be the industry’s lightest and most efficient axle in its class, Peterbilt Motors. Co. invited Fleet Owner to its Denton, Texas, assembly plant for a preview and test drive of the powertrain combo in a fully equipped 2017 Model 579 EPIQ marketing vehicle. Photo gallery - http://m.fleetowner.com/equipment/2017-peterbilt-model-579-preview#slide-0-field_images-202121

Peterbilt Adds Fuel-Efficient Day Cab Heavy Duty Trucking / October 2, 2016 Peterbilt has added a day cab version of its aerodynamic, fuel efficient Model 579 Epiq day cab, officials announced during the ATA Management Conference & Exhibition. It’s aimed at fuel-conscious day-cab fleet customers in regional, tanker and bulk haul applications. “Fuel-efficient day cabs have been an underserved market up till now,” said Darrin Siver, Peterbilt general manager. The Model 579 Epiq day cab offers up to 14% improved fuel economy compared to the predecessor Model 386 day cab, Siver said, and that number can be enhanced further by using a drivetrain featuring the Paccar MX engine and Eaton Fuller Advantage automated transmission. Among the aerodynamic enhancements on the Model 579 Epiq day cab are: - Multi-piece aerodynamic hood available in both 117- and 123-inch lengths; - A three-piece collapsible roof fairing; - Chassis fairings with rubber skirts from the quarter fender to the back of the cab and aerodynamic rubber closeouts under the sides of the cab; - A three-piece aerodynamic bumper; - A bumper air dam and bumper-to-hood seals; - Front wheel closeouts and fender liners; and - Chassis fairing kickouts. Customers can specify the full aero package through Peterbilt dealerships for simplified ordering or customize it for specific needs, such as an aero bumper-to-back-of-cab package or an aero bumper-to-front-tandem package. The aerodynamic components and packages are also available through Peterbilt dealerships for aftermarket installation. Peterbilt’s Model 579 Epiq day cab is available with the fuel-efficient Paccar MX-13 or MX-11 engine in a wide range of horsepower and torque ratings. The three-piece collapsible roof fairing is an industry-unique design that in a few minutes allows the roof fairing to be lowered, according to Peterbilt. This allows the truck to be transported without the need to completely remove the roof fairing, as is common with most day cabs. Other features of Peterbilt’s Model 579 Epiq package include low rolling resistance tires, the SmarTire Tire Pressure Monitoring System and a single horizontal exhaust configuration.

PACCAR preaches engines, axles and integration Fleet Owner / October 2, 2016 Company may factory-fill MX engines with new FA-4 oil but won’t decide until tests are completed by year’s end. Enhancements to the MX-11 and MX-13 engines, a new proprietary tandem axle, and how integrating those components together with the trucks built by Kenworth Truck Co. and Peterbilt Motors Co. will drive efficiency improvements were the high points of a press event held here by PACCAR at the American Trucking Associations ATA) annual conference. Landon Sproull, vice president of powertrain for PACCAR and formerly chief engineer for Peterbilt, noted to reporters the company expects some 135,000 MX engines to be in operation in commercial trucks by year’s end, with the mix of MX displacements within Kenworth and Peterbilt orders at 50% or higher. Sproull noted that 2017 model MX engines are getting several enhancements not only to comply with greenhouse gas (GHG) regulations but to deliver better “optimization” for Kenworth and Peterbilt truck customers: The MX-13 engine rating will increase to 510 hp and 1,850 lb.-ft. of torque, with a weight trim of 50 lbs. due to the use of a higher performance turbocharger; The rating for the MX-11 engine – introduced almost one year ago this week – jumps to 430 hp and 1,650 lb.-ft. of torque. The MX-11 also gets a new rating for the lower end of its power range: 335 hp and 1,150 lb.-ft. torque. A majority of the MX engine line’s ratings will deliver peak torque at 900 RPMs starting in January 2017, making them a better fit for downspeeding applications, said Sproull. Other design enhancements to the 2017 model MX-13 and MX-11 engines include a new single cylinder air compressor, variable displacement oil pump, and variable speed coolant pump. The MX engines will also come equipped with a new “single canister” aftertreatment system that reduces weight by 100 lbs. Oil and fuel filter change intervals for the MX-13 and MX-11 engines will be extended from 60,000 miles to 75,000 miles for the 2017 model year; an extension PACCAR believes will save up to $1,000 per truck over 600,000 miles of operation. Sproull added that PACCAR conducted 2 million miles of testing with its enhanced 2017 model MX engines and based on oil analysis is “confident” in the new extended oil change intervals. “We’ve seen less soot in the oil and less degradation; that’s why we’re confident in the extended interval,” he said. Though the new 2017-compliant engines are expected to deliver better fuel economy compared to current products, Sproull would not say by how much. “I don’t want to commit to a percentage just yet,” he said. Sproull added that PACCAR is also currently testing the new FA-4 engine oil blend in its MX products and may decide to factory-fill with it once tests are completed by year’s end. “I believe we’ll recommend both oils [CK-4 and FA-4] for 2013 model year engines and beyond but we need to finish our tests first,” he noted. Sproull also provided insight into a new proprietary tandem axle PACCAR will begin offering on its Kenworth and Peterbilt branded trucks in January primarily for line haul, regional haul and pick-up and delivery customers. The new axle is rated at 40,000 pounds, supporting a gross combination weight of 80,000 lbs., and is expected to shave 150 lbs. off of total vehicle weight. Sproull noted that his new PACCAR axle features a pinion-through-shaft design that simplifies “power flow” and reduces weight by eliminating a gearing and attendant fasteners. “Fewer gears means less loss of energy from the engine to the axle; that’s the tick to efficiency,” he explained. Thus integrating the new tandem axle with PACCAR’s MX engines will help drive further fuel efficiency improvements for Kenworth and Peterbilt customers, he said. PACCAR’s new tandem also axle comes with a five year/750,000 mile warranty and offers ratios from 2.47 to 3.70 with engine torque compatibility up to 1,650 ft.-lb. and multi-torque rating compatibility up to 1,750 ft.-lb.

Paccar Adds Drive Axle, Updates Engines Heavy Duty Trucking / October 2, 2016 In a step toward more integrated drivetrains in Kenworth and Peterbilt trucks, Paccar announced a new 40,000-pound tandem axle that saves weight and improves fuel economy. This axle is “really helping us make steps toward an integrated powertrain,” Landon Sproull, Paccar vice president, told reporters at the American Trucking Associations Management Conference & Exhibition. The new axle is designed for line haul, regional haul and pick-up and delivery customers, rated at 40,000 pounds and supporting a gross combination weight of 80,000 pounds. It offers ratios from 2.47 to 3.70 with engine torque compatibility up to 1,650 lb-ft and multi-torque rating compatibility up to 1,750 lb-ft. The Paccar axle features a pinion-through-shaft design that simplifies power flow in the axle for maximum efficiency. A laser-welded carrier design eliminates internal fasteners, and reduces oil churn and weight. Overall the axle offers up to 150 pounds of weight savings, according to the company. Sproull did not specify the fuel economy improvements, noting that it would vary by application. Kenworth and Peterbilt will begin offering the axle to customers in January 2017. It carries a warranty of five years or 750,000 miles. Also available in Kenworth and Peterbilt trucks in January will be new power, torque and fuel efficiency enhancements to Paccar MX-13 and MX-11 engines for North America. Nearly 50% of Peterbilt and Kenworth heavy-duty trucks currently are produced with Paccar MX engines, according to Sproull. Paccar increased the MX-13 engine’s output to 510 hp and 1,850 lb-ft of torque and increased the MX-11 engine’s output to 430 hp and 1,650 lb-ft of torque. The enhanced Paccar MX-11 engine also adds a new 335 hp and 1,150 lb-ft torque rating in the lower end of the power range. Paccar’s MX engines now deliver peak torque at 900 rpm for the majority of engine ratings, supporting increased performance and driving flexibility and supporting downspeeding strategies for fuel economy. Font Size AAA Paccar says its new drive axle is the lightest in its class. LAS VEGAS — In a step toward more integrated drivetrains in Kenworth and Peterbilt trucks, Paccar announced a new 40,000-pound tandem axle that saves weight and improves fuel economy. This axle is “really helping us make steps toward an integrated powertrain,” Landon Sproull, Paccar vice president, told reporters at the American Trucking Associations Management Conference & Exhibition. The new axle is designed for line haul, regional haul and pick-up and delivery customers, rated at 40,000 pounds and supporting a gross combination weight of 80,000 pounds. It offers ratios from 2.47 to 3.70 with engine torque compatibility up to 1,650 lb-ft and multi-torque rating compatibility up to 1,750 lb-ft. The Paccar axle features a pinion-through-shaft design that simplifies power flow in the axle for maximum efficiency. A laser-welded carrier design eliminates internal fasteners, and reduces oil churn and weight. Overall the axle offers up to 150 pounds of weight savings, according to the company. Sproull did not specify the fuel economy improvements, noting that it would vary by application. Kenworth and Peterbilt will begin offering the axle to customers in January 2017. It carries a warranty of five years or 750,000 miles. The MX-13 has dropped 50 pounds and now offers up to 510 hp and 1,850 lb-ft of torque. Also available in Kenworth and Peterbilt trucks in January will be new power, torque and fuel efficiency enhancements to Paccar MX-13 and MX-11 engines for North America. Nearly 50% of Peterbilt and Kenworth heavy-duty trucks currently are produced with Paccar MX engines, according to Sproull. Paccar increased the MX-13 engine’s output to 510 hp and 1,850 lb-ft of torque and increased the MX-11 engine’s output to 430 hp and 1,650 lb-ft of torque. The enhanced Paccar MX-11 engine also adds a new 335 hp and 1,150 lb-ft torque rating in the lower end of the power range. Paccar’s MX engines now deliver peak torque at 900 rpm for the majority of engine ratings, supporting increased performance and driving flexibility and supporting downspeeding strategies for fuel economy. The MX-11 adds a new 335 hp and 1,150 lb-ft torque rating in the lower end of the power range. The 2017 MX-13 and MX-11 engines include a new single cylinder air compressor, variable displacement oil pump, and variable speed coolant pump for better fuel economy than the previous engine design. The MX-13 is also 50 pounds lighter. The weight savings primarily came through changes in the accessories, Sproull explained, including a new high-performing turbocharger, with a different turbo for engines up to 485 hp and a different one for 485 hp and beyond. The new MX-13 and MX-11 engines extend oil and fuel filter change intervals from 60,000 miles to 75,000 miles.Also new is a single canister aftertreatment system that reduces weight by 100 pounds, improves the performance of the aftertreatment system, improves serviceability and lengthens service intervals.

International Launches Flagship LT Series Trucks Heavy Duty Trucking / September 30, 2016 International Trucks has launched the International LT Series, a new flagship line of Class 8 over-the-road trucks developed with a driver-centric design that features new technologies and better fuel economy than previous models. “The new International LT Series reflects our vision for the future of the trucking industry, with a host of advancements that support improved driver safety and productivity as well as fuel efficiency and uptime,” said Bill Kozek, president, truck and parts, Navistar. “This new vehicle reflects our strong belief that integrating the best technology will provide customers with a significant operating advantage.” In keeping with the company’s DriverFirst product design focus, International undertook extensive research with truck drivers, including clinics that gathered input from hundreds of drivers. International used this research to design the LT Series’ interior and identifiy multiple new and improved features to enhance driver appeal. The LT Series' cab design offers increased elbow, hip, and leg room and features a mix of high-tech and traditional features to emphasize driver ease of use. The gauge cluster includes a digital driver display that provides real-time monitoring of fuel economy and other important alerts. Another design goal was keeping the truck running on the road and facilitating quick service when needed. Features to improve reliability and serviceability include: - A new single-canister aftertreatment system that is 60% smaller and 40% lighter and is simplified for quicker servicing. - LED headlamps and fog lamps to deliver brighter light and intensity with polycarbonate headlight lenses that protect from breakage. - The cab wiring includes all-new harnessing and an in-cab power distribution module that is inside the truck, away from the elements. - All key service points under the hood, inside the cab, and around the vehicle are ergonomically designed for easy access and servicing. Also, many components have been engineered with longer required service intervals. “We pored over reliability data to evaluate nearly every single system on our on-highway platform to look for ways to get better,” said Denny Mooney, senior vice president, Global Product Development, Navistar. “In some cases, we completely redesigned the entire system to reach our goals. We are proud of the integrated, data-driven approach we used to assure improved reliability, serviceability, and productivity.” The LT Series also boasts improved aerodynamics and fuel efficiency that Navistar said is 7% better than the company’s most recent fuel economy leader, a 2017 ProStar powered by the Cummins ISX15 engine. The LT Series delivers 3% improvement in fuel economy due to its aerodynamic benefits alone, according to Navistar. Upgraded aerodynamic features on the International LT Series include an aero-contoured hood, fender, and wheel opening along with chassis skirts and an aero-enhanced three-piece front bumper, while longer side extenders shorten the trailer gap. Several advanced driver assistance systems are available standard and there are additional customer-selected options. The Bendix Wingman Advanced Collision Mitigation system comes standard on every model in the LT Series. The trucks are also available with the optional Bendix Wingman Fusion and Meritor Wabco OnGuardActive systems. International’s own predictive cruise control looks ahead of the vehicle and recognizes the terrain and continuously calculates the most efficient speed and gear for optimal fuel economy in real time. The system uses preinstalled GPS maps and the latest commercial route data to make adjustments to cruising speed without the need to pre-drive the route. The truck’s electronic control systems also use programmable parameters to optimize efficiency. Driver controls and instrumentation are based on industry-standard SAE J1939 electrical architecture, with a new cluster and switches designed to keep drivers focused and to maximize uptime. The LT Series will be offered in multiple configurations, including day cab, 56-inch low roof sleeper, 56-inch hi-rise sleeper, 73-inch hi-rise sleeper, and 73-inch sky-rise sleeper. It will offer customers a choice of engines that provide the preferred performance for the application. The LT Series is being launched with the new 2017 Cummins X15 engine, which offers horsepower ratings of up to 500 horsepower in the Efficiency series and up to 565 horsepower in the Performance series. It is also being launched with the new 2017 Navistar N13 engine, which will be available in the spring. Navistar said this engine has an advanced fuel-efficient 13L design that produces up to 475 horsepower and 1,750 lb.-ft. of torque yet is 500 to 600 pounds lighter than traditional big bore engines. The company is taking orders today and will begin production in late November. For more information, click here.