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Chats about truck industry’s future preceded VW, Navistar deal Truck News / September 22, 2016 Discussions between Navistar and Volkswagen, which recently led to the formation of a strategic alliance between the two truck makers, began in March and initially focused on the future of the trucking industry as a whole. That, according to Navistar CEO Troy Clarke and Volkswagen Truck & Bus boss Andreas Renschler, who this week met with the North American truck press at the IAA Commercial Vehicles Show. “We started to talk about our visions of the future of the truck industry and that led to a series of opportunities to sit down and continue this dialogue about what the future of the industry looked like,” Clarke recalled of those early meetings. “At some point in time, we said why not see if there is something we can do together.” The deal, which say Volkswagen take a 16.6% stake in Navistar, will also see it bring its integrated powertrain to International trucks. The two companies will also source parts together on a global scale to drive out costs and will collaborate on the development of new technologies. “We are looking forward to a really successful alliance and I think we have a very, very good chance,” Renschler said. Volkswagen becomes one of Navistar’s largest shareholders as a result of the deal and will have two seats on the Navistar board. Clarke said “tremendous change” is coming to the truck industry over the next decade and that the company is better suited to address these opportunities while aligned with a global powerhouse such as Volkswagen. “It’s a really good thing,” Clarke said, noting customers and dealers have welcomed the recent announcement. “It is, from my point of view, a natural fit at the right moment,” Renschler added. That’s because Navistar is currently redesigning its vehicle line and Volkswagen is developing a new powertrain platform for its global markets. Joining forces now allows engineers from both companies to work together towards integrating those products. Renschler said it will be 2020 or 2021 before the new global powertrain is rolled out. Gaining a foothold in the North American market also allows Volkswagen to pursue its goal of becoming a “global champion,” Renschler added. Navistar benefits from gaining global scale and also gets a cash injection as the result of the deal. “It doesn’t solve all the problems but it creates opportunities that didn’t exist six months ago for us,” Clarke said. “Our business is operating as well as, or better than, it has in a long time,” he added. “We are well positioned for what’s next.”

Navistar, Volkswagen outline strategies for new partnership Commercial Carrier Journal (CCJ) / September 21, 2016 Even though there only a handful of players, the OEM truck business in North America is a complex market. All major players, save one, have relationships or ownership in countries that provide a global presence – Volvo and Mack, Daimler with Freightliner and Western Star and Paccar and DAF. Until two weeks ago, Navistar was the only player in the North American market without true international ties, and Volkswagen was a major European player without a stake in North America. That all changed with the announcement from Navistar and Volkswagen that the German truck and bus maker had secured a 16.6 percent stake in Navistar. Top brass from the two companies sat down with the North American press for a roundtable discussion of the new partnership and what it means for both companies as well as Navistar’s existing North American fleet customers and dealers. “We are looking forward to a successful alliance,” said Andreas Renschler, CEO of Volkswagen Truck & Bus. “Navistar needs what we can offer drivetrain-wise – including engine, transmission and axle. [Volkswagen] is at the moment developing new product lines, and we can put all the requirements from Navistar into that development.” Dialogue between Navistar and Volkswagen – which also operates the MAN and Scania business units in Europe and abroad – began a year ago on opportunities to synergize and strengthen each company, culminating in Volkswagen’s recent investment. “You see a lot of change [in the trucking industry] and we are excited to have found a partner that looks at future the way we do and with whom we have a high degree of alignment,” said Troy Clarke, CEO of Navistar. “We have a common vision on how the industry will develop and how to address those issues. That we can do it better together makes it a perfect fit.” With its investment, Volkswagen now has an equal stake with Navistar’s two largest existing shareholders, according to Navistar CFO Walter Borst. “We’ll be able to explore advanced technologies, and for Navistar to do that on our own would be cost-prohibitive,” he added. The timing of Volkswagen’s investment couldn’t be better for Navistar, a company that is climbing back from the ill-fated decision to pursue exhaust gas recirculation technology to meet the U.S. Environmental Protection Agency’s 2010 emissions standards when the rest of the industry ultimately went with selective catalytic reduction solution. “Unfortunately we turned left and they went right,” said Clarke. “We have done a lot to repair ourselves and make us a good partner but also are a good standalone company. Our business is operating as well as it has in a long time. This [partnership] doesn’t solve all the problems our company has, but it creates opportunities we didn’t have a few weeks ago.” Clarke said customer reaction from both large fleets and Navistar’s dealer network has been extremely positive in the two weeks since the announcement, but added that customers shouldn’t look for a new engine solution in the next few years. “We are going to look at where the industry will be 10 to 15 years from now and work back from that point,” said Clarke, but added the two companies will look for immediate opportunities to create working processes on new projects. “We are looking forward to understanding where those opportunities exist,” added Clarke, pointing to Volkswagen’s new RIO telematics and connectivity architecture as an example, a solution similar to Navistar’s OnCommand Connection solution in North America. Renschler pegged 2021 as a realistic target date for Volkswagen to deliver an engine solution developed specifically for the needs of Navistar’s customers in the North American market, but stressed the companies would share technologies to strengthen both brands as opposed to Volkswagen simply supplying a powertrain solution to Navistar customers. “As a group, we have potential because we can use components from each other and go into [emerging] markets,” said Renschler. “No one regional player alone can do that. We have a mission to bring transport to the next level and will move from being a hardware manufacturer to focus on transport efficiency. New drivetrain technology is one thing, but to enable our customers more profitable and more efficient, that is our goal. Renschler is no stranger to the North American truck market, having served as head of Daimler Trucks until two years ago, but noted a number of changes in the industry during that time, including the rapid adoption of automated manual transmissions, air disc brakes and now the push toward autonomous technology.

Fleet Owner / September 22, 2016 Dana Incorporated revealed new details about its Spicer global single axle for trucks, tractors, and coaches at the IAA Commercial Vehicles trade show. The company also announced enhancements to its Spicer Compact Series Plus driveshafts for trucks and buses ranging from 9 to 66 tons. Engineered for 6x2 and 4x2 axle configurations, this family of single-reduction, solo drive axles can be customized for vehicle applications with gross combination weight ratings of 32 to 45 tonnes (70,000 to 100,000 lbs.), Dana said. “Now available for pre-production testing, the Spicer global single axle offers increased mechanical efficiency and less weight than current offerings,” according to the company. “With improved operating efficiency and a higher payload, production units are scheduled to hit the market in 2018. The Spicer global single axle has been engineered on a flexible platform that combines design and production efficiency with various application-specific demands. This axle is the first to support ratios lower than 2:1 as part of a range of axle ratios designed for engine downspeeding.” “The regional market needs of today’s global commercial-vehicle manufacturers vary greatly, but Dana offers solutions that are truly localized to meet our customers’ specific requirements,” said Mark Wallace, president of Dana Commercial Vehicle Driveline Technologies. “The Spicer global single axle family delivers the increased efficiency that is required by the industry, along with regional customization that buyers demand. This axle can also be paired with a wide selection of Spicer driveshafts for a fully optimized drivetrain solution.” Dana said it also offers a range of synthetic gear lubricants, such as the Spicer XFE-75W90 axle lubricant, to further improve fuel economy. Dana also announced it is producing versions of its driveshaft for medium-duty vehicles, and a series of six models to support a full range of torque capacities will be available by the second quarter of 2017. “With the new Spicer Compact Series Plus driveshafts, our engineers have created a range of durable driveshafts that also helps original-equipment manufacturers meet growing efficiency standards,” Wallace said. “Our technological expertise combined with a comprehensive, flexible program to support global production demonstrates Dana’s proficiency in equipping trucks around the world with industry-leading solutions.”

Adaptive steering officially debuts on F-Series Fleet Owner / September 22, 2016 Introduced in the 2016 model year, Ford is now offering its electrically-assisted adaptive steering system on its 2017 Super Duty pickups. Ford Motor Co. officially took the wraps off its electrically-powered adaptive steering system for its 2017 model Super Duty pickup trucks – a technology the OEM introduced on the 2016 Ford Edge Sport SUV. Ford said it’s been awarded eight patents, with 11 more filed, for its adaptive steering package; a system that electronically increases or decreases steering gear ratios by 30% to boost highway steering “comfort” as well as improve low-speed maneuverability. Lodewijk Wijffels, Ford’s adaptive steering technical specialist, noted in a statement that this technology package – all contained within the steering wheel itself – combines together an electric motor, a small computer and a gear unit. Based on driver input and vehicle speed, the adaptive system can add or subtract rotations at the steering wheel, with up to one full revolution saved at low speeds when steering lock-to-lock, he explained. At low speeds, the system increases the angle of the front wheels as the steering wheel is turned – resulting in the driver needing to steer less to maneuver, Wijffels said. “At high speeds, the ratio is changed in such a way that vehicle response is more relaxed, more precise, and smoother than without the system,” he added. Adaptive steering contributes to delivering the best ride and steering of any Super Duty ever, with improved responsiveness and control. Ford noted that its adaptive steering package is “class-exclusive” adaptive steering for 2017 model Super Duty and Edge SUV, with the Super Duty featuring a specific setting for when in tow/haul mode to further “optimize” how the truck and trailer react to steering inputs. The OEM noted that adaptive steering is optional on the 2016 Ford Edge Titanium trim level. .

Transport Topics / September 23, 2016 International Truck, a unit of Navistar Inc., announced that its new LT Series on-highway Class 8 tractor will come standard with a combination of collision mitigation and full stability technologies, making it the first truck manufacturer to make such features standard. The LT Series will be launched Sept. 30, the company said, in conjunction with American Trucking Associations’ Management Conference & Exposition in Las Vegas Oct. 1-4. The technology includes the radar-based Bendix Wingman Advanced system that gives drivers following distance and stationary object alerts and brings together adaptive cruise control with collision mitigation braking technology and the full-stability technology – Bendix ESP. The system can help drivers avoid collisions, roll-overs, and loss-of-control situations, the Lisle, Illinois-based company said. “As part of our DriverFirst philosophy, driver safety is paramount when operating a truck and we're proud to lead the way by integrating a standard solution on the new LT Series, which demonstrates our commitment to drivers, their safety, and their livelihood,” said Bill Kozek, president, Trucks and Parts, Navistar. In addition, the system can provide data, to help keep fleet owners and operators informed about what's happening out on the road, International said. Elyria, Ohio-based Bendix Commercial Vehicle Systems is a member of the Munich-based Knorr-Bremse Group.

Fleet Owner / September 22, 2016 Eking out higher fuel efficiency from trucks isn't simple — it may take making efficiency-boosting technology itself more efficient. That's just what Cummins has done with new technology the company unveiled yesterday at the IAA Commercial Vehicles 2016 show in Hannover, Germany. Meanwhile, the company also is proving that its latest diesel engines can be used in unexpected, perhaps even unlikely applications to help vehicles meet the most stringent emissions requirements Cummins' new engine technology being shown at IAA includes a more efficient turbocharger; a more compact diesel aftertreatment box; a space- and weight-saving single-cylinder aftertreatment system; and an "ultra-efficient," longer-lasting crankcase ventilation system. Click through the slideshow for details on each. In addition, Cummins is launching a midrange fuel system in 2017 that the company says offers "industry-leading injection pressure" and "delivers optimal engine performance and improved fuel economy to midrange engines." These new developments come as a result of a shift, according to Cummins, away from emissions-lowering regulations toward an increased focus on fuel economy. And that latter accomplishes the former: reduce fuel burned to cover the same amount of miles and you'll reduce emissions, too, while also lowering business costs. Cummins touched on that point in a release. "Customers demand ever-higher levels of efficiency and durability from their commercial vehicles to optimize business costs and address the global challenge of meeting environmental standards," states Tracy Embree, president of Cummins' components business. The new technologies deliver more fuel economy and engine efficiency, longer service intervals, and lower emissions and downtime thanks to higher durability, according to Embree. An early '60s Routemaster bus in London's ULEZ? You've seen these double-decker tourist buses in the United Kingdom, and so have we. As part of its showcase at IAA, Cummins has on display "RM1005," a 1962 AEC Routemaster 64-seater London bus with a new lease on life thanks to a Cummins 4.5L turbo diesel transplant it received. The 4-cyl. engine shown in the photo on the left below is good for 150 hp — these buses' original 6-cyl. engines had 115 hp — and up to 10 mpg in the bus, delivering super-low emissions but also "smooth acceleration and quiet operation," Cummins says. The engine swap required only changes to the dash panel and pedal controls within the driver's half-cab (right side, of course), preserving the Routemaster's vintage character. The bus is said to belong to Sir Peter Hendy, former commissioner of Transport for London — the agency in charge of that city's transit system — and now chairman of Network Rail, the U.K.'s primary rail system infrastructure and maintenance management company. Hendy challenged Cummins to repower the Routemaster to meet "the most stringent emissions standards," the company says, so it could continue service for charitable work and on heritage routes. Cummins notes that this particular Routemaster "has welcomed aboard" the likes of Charles, Prince of Wales; Camilla, Duchess of Cornwall and Prince Harry. This half-century-plus-old motorcoach can now meet upcoming Euro VI emissions standards effective in January — though their applicability in the U.K. could be limited, depending on the pace of Brexit negotiations — and also "is aligned with the intention of" London's Ultra-Low Emission Zone (ULEZ) that goes into effect in 2020, according to the company. And maybe more of these iconic tourist-haulers could be updated with Cummins powerplants as well: "With many hundreds of Routemasters still on the road in the United Kingdom, the successful repower of RM1005 now opens the opportunity for those historic vehicles to continue running with a Cummins clean diesel repower," the company states. Photo gallery - http://fleetowner.com/equipment/cummins-unveils-more-efficient-tech-makes-stout-old-soldier-new-again#slide-0-field_images-201351

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MAN Truck & Bus / September 22-26, 2016 . . . . . .

Scania Group Press Release / September 22, 2016 Scania’s new truck generation takes centre stage at the International Motor Show IAA. Scania’s President and CEO Henrik Henriksson was joined by Martin Sylvén (Head of long haulage trucks at Sales and Marketing) and Christian Levin (Head of Sales and Marketing) in Hannover to present Scania’s new truck generation. Henriksson began by affirming Scania’s strong market position and encouraging order book for the new generation trucks. Martin Sylvén then explained the premium quality of the new vehicle’s and recounted Scania’s 10 year road to success during the developmental phase. Christian Levin explained, in detail, the benefits of connectivity and Scania Maintenance. Quality, safety, sustainability and economy were all key touch points during the presentation. .

Fleet Owner / September 22, 2016 The truck, capable of driving itself, features several driver assistance systems for emergency maneuvering and braking as well as lane keeping. Greater safety and improved efficiency through automated driving are mobility “megatrends” that are in the view of one global OEM “increasingly relevant” to the commercial vehicle industry. That’s why global component maker ZF is showcasing its Innovation Truck 2016 at the IAA show in Hannover this week. With the vision of accident-free driving or “Vision Zero,” ZF said it is working on “enhancing” current driver assistance technologies for “practical” roadway use, such as highway driving assist (HDA), which helps to keep the vehicle in its lane, and an evasive maneuver assist (EMA), which allows a truck to independently evade obstacles and apply the brakes. EMA is particularly useful in detecting hazards occurring at the “tail end” of a traffic jam on the freeway where, if a truck driver fails to see stopped traffic in time, the outcome could be fatal, ZF said. In this situation the EMA system takes control – detecting whether advanced emergency braking (AEB) 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, the EMA system engages – analyzing information from cameras and laser sensors, using the package’s “ReAX “active electric power steering, and the service brakes, to prevent a crash. ZF stressed, however, that the EMA system relies on a “cascade of warnings” to keep the driver involved, allowing them to override it at any time. ZF noted that it developed EMA in cooperation with WABCO. HDA is designed to keep a tractor-trailer in its lane and effectively helps protect drivers from the often very severe consequences resulting from lack of attention, distraction or a few seconds of “micro-sleep.” The system not only warns the driver that the semi-trailer 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 company noted that its Innovation Truck 2016 also boasts the ability to maneuver itself via an autonomous system it calls “SafeRange,” allowing the vehicle to autonomously align itself with loading bays. ZF stressed that the SafeRange maneuvering system also boosts efficiency at the truck terminal, while preventing collisions that can occur during maneuvering – collisions that can result in costly vehicle damage and downtime, while additionally increasing loading and unloading times. . .

Fleet Owner / September 22, 2016 With North American Class 6-8 truck sales already off 10% compared to 2015, they could fall by as much as 15% for the entire year, according to Wolfgang Bernhard, head of Daimler Trucks. “We see a real slowdown for the end of the year in the U.S.,” he said at a press conference during the IAA 2016 commercial vehicle show. Factors behind the slowdown are “hard to tell,” Bernhard said. “Freight rates and utilization are OK, and customers are interested [in buying new trucks], but there’s just a little hesitation that might be solved after the election and any uncertainty about the economy ends.” Most of that decline is in Class 8 with medium-duty truck sales fairly level from 2015, according to Kary Schaefer, Daimler Trucks North American GM of marketing and strategy. As for 2017 sales, Bernhard said, “It’s hard to see what will happen next year – I’m having trouble seeing what will happen in the end of this year.” Truck sales in Europe are moving the the exact opposite direction. Calling the first half of 2016 “robust, especially in Germany,” Bernhard believes Class 6 to 8 numbers could end the year as much as 17% above 2015. Echoing that view of the European truck market was Preston Feight, who was recently appointed president of Paccar’s European DAF Trucks after serving as general manager of Kenworth Trucks. Class 8 sales in Europe should end the year at 280,000 to 300,000 units, making it the best truck sales year since 2008, he told Fleet Owner. Feight credits “solid economic fundamentals” and substantial efficiency gains from new truck technology as the driving forces in the strong European sales.

Fleet Owner / September 23, 2016 Remote diagnostics, integrated engine braking, innovative waste heat recovery systems among advanced technologies showcased at IAA commercial vehicle show A transmission software update that can automate docking and remote diagnostics were among the advanced technologies showcased by Eaton’s Vehicle Group at the IAA 2016 commercial vehicle show. The company also put on display a new heavy-duty engine braking system that is integrated into the existing valve train and a waste heat recovery system now under development that it says could potentially improve diesel engine fuel efficiency by 20% while also reducing NOx. Retrofitable to existing Eaton automated mechanical transmissions (AMTs) as a software update to the control module, Dock Assist automatically navigates the final few feet backing into a loading platform when activated by the driver via a switch. It requires no additional sensors, instead detecting the dock when torque increases as the vehicle touches the platform, according to Larry Bennett, chief engineer for the vehicle group. The system, which is currently being demonstrated with Eaton’s Procision medium-duty AMT, works with or without a trailer. Development is also underway to extend automated docking to full maneuvering in a terminal and into an assigned dock without any driver intervention. Already in the prototype stage, this technology would allow a driver to leave their vehicle in a terminal where it would autonomously self-park, according to Bennett. Both docking features are part of what Eaton is calling the Advanced Driver Assist System. Future development could extend it to platooning and autonomous stop-and-go in heavy traffic, he said. Announced at IAA and available through Omnitracs telematics services, IntelliConnect Remote Diagnostics offers real-time monitoring of Eaton AMT fault code. It can also send diagnostic data through Navistar’s OnCommand portal or through a new dedicated Eaton portal, according to Bennett. It is seen as the first module in what Bennet says will be a suite of IntelliConnect products that could eventually even provide real-time remote control of vehicle shift management. Building on variable valve timing technology it has developed for gasoline passenger car applications, Eaton also demonstrated a decompression brake for heavy-duty diesels that it says can provider higher braking performance at lower engine speeds. It can be integrated into a standard valve train assembly, allowing for reduced overall engine packaging while also reducing compression braking noise, according to Bennett. Systems to recover engine waste heat are seen an potentially important components as engine manufacturers look for ways to meet the next phase of Federally maindated greenhouse gas (GHG) emissions reductions. At IAA, Eaton showed one such system it has under development in conjunction with Paccar, Shell Oil and the U.S. Dept. of Energy. It combines supercharger rotors placed directly into the exhaust stream with devices that convert that energy into electric power. Not only could that power be used to run vehicle accessories, but it could also power an electrically assisted variable speed supercharger on the intake. Precise control of both intake and exhaust flows with such a system could reduce fuel consumption by up to 20% while also substantially reducing NOx emissions during engine start up, Bennett said.

Fleet Owner / September 23, 2016 Thermo King showcased new innovations for refrigerated transport at the IAA Commercial Vehicles Show in Hannover, Germany. “Innovation goes beyond simply creating new products,” said Karin De Bondt, vice president and general manager for Truck, Trailer and Bus at Thermo King in Europe, Middle East and Africa (EMEA). “It is about addressing unique customer needs through connectivity, data-driven intelligence, real-user insights, and the ability to merge new and emerging technologies later based upon customer needs.Today at the IAA, Thermo King is introducing a series of truck and trailer solutions including the new SLXi single- and multi-temperature trailer refrigeration platform designed to answer today’s demands for fuel efficiency, intelligence, connectivity and sustainability.” New products showcased include: SLXi Platform of Trailer Refrigeration Units: Offer up to 20% fuel savings and telematics as standard. The SLXi platform of single- and multi-temperature trailer refrigeration units were developed with an expanded focus on the unit’s intelligence, communication capabilities, fuel consumption and temperature management. Units offer enhanced temperature control thanks to the SR-3 Controller, both set point control and temperature displays provide accuracy in increments of 0.1 degrees Celsius. In multi-temperature models, Precision Temperature Control (PTC) reduces temperature deviation by 80 percent over previous technology and, dependent on operating conditions, will maintain compartment temperature within about 0.15 degrees Celsius. PTC provides an automatic pre-set of the capacity modulation and the temperature control to secure an optimum environment in the center and rear trailer compartments. In addition, annual CO2 emissions of the SLXi have been cut by 2.4 tons and NOx exhaust emissions reduced by 15 percent compared to its predecessor and R-452A refrigerant lowers the global warming potential (GWP) approximately by half compared to the incumbent R-404A. Thermo King hybrid concept: Presented for the first time at IAA 2016, the new Hybrid Drive Trailer concept combines technologies from both Thermo King and FRIGOBLOCK and will become part of the SLXi refrigerated trailer platform. The Hybrid Drive Trailer concept offers additional fuel and operational savings, as well as low emission and noise levels enabling transport companies access to inner city areas and restricted zones. “The Thermo King Hybrid Drive allows a refrigerated semi-trailer attached to a tractor with a FRIGOBLOCK Enviro Drive inverter filter to run electrically. This enables the trailer refrigeration unit to be powered as a hybrid drive, by either the electric alternator or through its own independent diesel engine,” the company said. “FRIGOBLOCK and Celtrak technologies have broadened Thermo King’s industry-leading research and development capabilities by adding complimentary technology in areas such as hybrid, non-diesel, and operational intelligence solutions,” De Bondt said. “These capabilities, combined with Thermo King’s proven track record of dependable, industry-leading technology, have accelerated new innovations that meet and adapt to unique customer needs and provide sustainable solutions for the refrigerated transport sector.“ UT Spectrum: the UT-Series multi-temperature truck unit is designed to meet the needs of urban distributers who require multiple temperature zones, the new UT Spectrum unit extends the range of the UT-Series platform of products. The UT-Series offers under-mount refrigeration units for truck and drawbar trailer applications.

Transport Topics / September 23, 2016 MAN SE, the German truck-making arm of Volkswagen AG, plans to cut 1,400 jobs at its diesel-engine unit in an attempt to reverse a drop in earnings in that division. Efficiency measures, including restructuring three businesses so they share more costs, are targeted at boosting profit by 450 million euros ($505 million), Augsburg-based MAN Diesel & Turbo said Sept. 23 in a statement. Steam-turbine manufacturing will be halted in Hamburg, which will become the site of an after-sales service center, and be focused instead in Oberhausen, Germany, and Bengaluru, India. A compressor factory in Berlin will switch to making turbomachinery components. “Our analyses show that we have to be able to adapt to a continuously demanding market environment,” said Uwe Lauber, head of MAN Diesel & Turbo. “The turbomachinery business is facing particular challenges” with orders expected to remain “at their current low level also in the coming years.” Volkswagen is putting pressure on all its businesses to reduce spending as the car division grapples with the cost of resolving its year-old diesel-emissions cheating scandal as well as preparations for adapting new electric-power and digital technologies. While first-half earnings jumped at Munich-based MAN’s truck unit, profit fell at the diesel and turbine business, whose products include ship engines and power plants, as vessel builders scaled back production amid contractions in the oil and freight industries. The MAN Diesel & Turbo workforce reductions include about 1,000 positions in Germany, the IG Metall labor union said separately. The division has 14,300 employees worldwide, including 7,300 in its home country, the union said.

Getting a handle on hydraulic hybrid drivetrains Jack Roberts, Fleet Owner / September 23, 2016 It's funny how in the age of social media and near-instant communication you rarely get a real, live, letter any more. But that's exactly what happened on the heels of my recent Fleet Owner blog, when I noted that electric hybrid drive systems would, in all likelihood, be a part of the OEM formula for meeting Phase 2 Greenhouse Gas (GHG 2) regulations when they come into law a decade from now. A letter from Lightning Hybrids CEO Tim Reeser noted that diesel-electric hybrids aren't the only option available to OEMs wrestling with GHG 2 powertrain requirements. Hydraulic-electric hybrid drivetrains also offer a significant low-end torque boost, to help trucks get up and moving more efficiently and burning less fuel in the process. And Mr. Reeser is correct: I've been covering heavy trucks now for over 20 years. And all that time, I've never had the opportunity to test-drive a hydraulic hybrid drivetrain, or even inspect one up close. So I called Mr. Reeser to get a bit of a primer on these systems, which are already making inroads in refuse applications, due to the stop-and-start nature of that application. Reeser told me that his company's system, is a relatively simple way of converting kinetic energy generated when a truck brakes into hydraulic energy, which is then released and used to provide extra torque when the truck gets under way again. Here is a brief explanatory video from Lightning Hybrids: . . The system can be installed on a truck as an upfit, or retrofitted to older vehicles. (The company is currently in discussions with OEMs regrading offering it as an option on new vehicles.) The system consists of an dedicated, auxiliary hydraulic system, including a low-pressure holding tank, a high-pressure accumulator tank, a power transfer module, as well as an electronic control module and other components. When the truck is moving down the road, the hydraulic fluid remains in the low-pressure storage tank until the vehicle's brakes are applied. At that point, the system uses the kinetic energy generated by the brakes to force the hydraulic fluid into the high-pressure accumulator tank, where it is stored until needed. When the brakes are released, the system's ECM reads all pertinent information off the vehicle's J1939 ECM, including throttle position, horsepower, torque, speed and other vital data, and immediately releases the hydraulic fluid at high pressure, where it flows into the system's power transfer module. This module is linked directly to the truck's transmission via a second driveshaft, where this additional torque is delivered directly to the drive axle, providing a significant low-end performance boost to the accelerating truck. Reeser says battery capacity on electric hybrids limit the system's energy density to around 30 percent. But, he says, hydraulic hybrids capture close to 80 percent of the hydraulic fluid's energy density, resulting in a robust start-assist, which, he says, can yield fuel economy benefits from 15- to 35 percent for fleets – depending on application. He notes that early hydraulic hybrid systems were much heavier and less reliable than systems available today. The industry has been able to leverage carbon fiber technology breakthroughs in natural gas fuel storage to develop new tanks and accumulators that weigh up to 1,000 pounds less than older systems. And recent advances in on-board vehicle control modules -- and his company's ability to tap effectively into those systems -- has resulted in consistently reliable, seamless performance for fleets and drivers alike. For now, Reeser says Lightning Hybrids is beginning to work more closely with OEMs now that a clear GHG 2 pathway is visible, while also continuing to refine the technology. The results, he says, are promising, with next generation systems already 39 percent more efficient then their predecessors and costs steadily coming down to the point where he feels a 3 year return-on-investment for fleets will be feasible. As I noted previously, it seems likely that hybrid drive systems will be an important tool to help OEMs meet GHG 2 regulations when they come into effect a decade from now. And although the public at large – and this writer – tend to think of electric systems when hybrids are mentioned, it's important to remember that hydraulic hybrids hold great promise as well for reducing emissions while boosting fuel economy in heavy truck applications.

Fleet Owner / September 26, 2016 At the 66th IAA Commercial Vehicles trade fair, Bosch is presenting a 40-ton smart device in the form of a truck tractor – all part of its VisionX concept study on the future of commercial vehicles. “Connected, electrified, and automated – that’s the future of trucks. And that’s what Bosch has encapsulated in VisionX,” said Markus Heyn, member of the board of management of Robert Bosch GmbH. “One of the many technologies envisaged in VisionX is platooning. Besides making life easier for drivers on long journeys, this also represents a significant safety improvement. What’s more, platooning offers a major boost to transport efficiency.” In the future, multiple assistance systems will combine with automation to make trucks safer and more reliable – almost as if they were on rails, the company added. Vehicles will receive their in real time from the Bosch IoT Cloud, including information on their route, traffic congestion, detours, and the unloading facilities available at their destination. “Connected and automated trucks are the future, and we are looking to play a major part in their development,” Heyn said. “Once the truck joins a convoy on the freeway, drivers can start planning their next route while still remaining in complete control. They can access all key information on the screens in their cab and take the wheel if they need to. Connected and automated trucks are the future, and we are looking to play a major part in their development.” The Bosch VisionX concept study takes the diesel engine – which is particularly economical in the world of heavy goods transport – and combines it with electric motors for auxiliary systems such as the hydraulic pump, according to the company. “In a convoy, you can combine the safety gains of automated driving with the efficiency boost that is so crucial to the commercial vehicle sector,” Heyn explained. “Slipstream driving enables fuel savings of up to 10 percent. That’s a strong argument in the commercial vehicle industry.” “Perfectly connected like a smart device, the truck of the future will become a key component of international logistics processes,” Heyn added. “Bosch’s new systems will make drivers’ lives easier in many ways – from accepting shipping documents and loading the truck, to carrying out automated maneuvers once the truck arrives at its destination. By accessing the Bosch IoT Cloud, hauliers and customers will be able to track where the truck and its cargo are located at any point in time. What’s more, drivers will be able to find and reserve parking spaces along the route, making the journey less stressful.” .

Transport Topics / September 26, 2016 U.S. Taxpayers foot truckmaker’s R&D costs for new postal vehicles The U.S. Postal Service awarded contracts to six companies to produce prototype vehicles as part of a program to replace aging mail delivery trucks with vehicles that are better suited to carrying packages and that utilize alternative fuels. AM General, Karsan Pazalama A.S., Mahindra Group, Oshkosh Corp., Spartan Motors and VT Hackney will receive a total of $37.4 million to produce 50 prototypes over the next year. The vehicles will then be tested in a different climates, topography, population centers and delivery environments, a Postal Service spokesman said. Also, the Postal Service said it will seek bids for commercial off-the-shelf right-hand drive delivery vehicles and evaluate those vehicles alongside the prototypes to determine the type of vehicle best suited to replace nearly 180,000 mail trucks in the postal fleet.

Fleet Owner / September 22, 2016 Investment will 'create opportunities that didn’t exist six months ago.' As soon as Volkswagen Truck and Bus' investment deal in Navistar closes, teams from both companies "will sit down to go through the product portfolios of both from A to Z," according to Troy Clark, Navistar president and CEO. Speaking at a joint press conference with VW Truck & Bus head Andreas Renschler at IAA 2016 in Hannover, Germany, Clarke said: "It's in our best interests to see how quickly we can align ourselves to take things to the next level." While VW's experience with its MAN and Scania truck businesses will offer new aftertreatment and transmission expertise to Navistar, "we know this doesn't solve all of our problems," Clarke said. "But it does create opportunities that didn't exist six months ago." As part of its normal development cycle, VW's truck group is working on a new integrated platform that should reach the market by 2020 or 2021, according to Renschler. With the new Navistar relationship, “we will take [Navistar’s needs] into consideration in this development,” he said. Complimenting Navistar for continuing new truck development despite financial problems, Renschler added, "and now we can bring powertrain technology." Advanced connectivity technologies and electronics would also be an important VW resource for Navistar, he said. Clarke pointed out that partnering has long been part of Navistar's approach to filling its product lineup such as its ongoing development of a new Class 4/5 truck with General Motors. "But if a component isn't available, we'll look at ways to develop it ourselves, and VW comes with a big shelf with a lot of technologies that have been well thought out," he noted. While the North American truck market is forecast to drop below current sales levels in 2017, "we'll be really well positioned with new products when the market picks up in 2018," Clarke said. .

Fleet Owner / September 23, 2016 With new advances in battery technology, Daimler sees bright future for urban EV delivery trucks. Once skeptical about the practicality of electric-powered commercial vehicles, Daimler Trucks is now planning to bring the Fuso eCanter to the U.S. market next year and to follow with production of electric light trucks from its van group by 2018. “Ten years ago I saw no market for e-trucks,” said Daimler Truck head Wolfgang Bernhard during a press conference at the IAA 2016 commercial vehicle show. “What happened? Battery technology has change drastically driven by the cellphone industry. There’s been a 2½-fold increase in performance and 2½-fold decrease in cost.” Still unconvinced that there are long-haul e-trucks in the near future, Bernhard now believes the technology has reached the tipping point for urban delivery applications. And while longer average route differences and less urban density in the U.S. are challenging for EVs, he said significant customer demand exists, so the company will begin limited sales of its eCanter here next year with broader availability in 2018 and even possible local production. The electric truck will have the same horsepower and torque as the diesel Cantor, as well as the same 7,500-lb. GVW. Payload will be around 4.6 tons depending on the number of batteries installed. Both mechanical and electric PTS’s will be available for refrigeration units and other powered accessories. Daimler also used IAA to showcase two all-electric concept vehicles – a heavy-duty Urban eTruck and a package delivery Vision Van – as well as announced a commitment from the Daimler Van group to begin series production of an electric commercial van by 2018. American fleet interest in buying e-trucks is “very high, even higher than in Japan,” according to Marc Llistosello, head of Daimler Trucks Asia and the Fuso brand. The traditional barriers to adoption have been limited range and fast-charging infrastructure as well as initial cost, he said at a press conference during IAA. He believes the eCanter and some new support programs address those issues. Battery advances give this new generation electric Canter a range of 100 km when it’s equipped with five modular battery packs, and work is ongoing to extend that to 150 km, Llistello said. And customers can choose to fit the truck with as few as three battery packs or as many as six depending on their range and payload needs. As for pricing, Fuso says there will be a two- to three-year ROI on the price premium over a diesel powered Canter. The company also plans to address residual value concerns by leasing the battery packs separately and replacing them with new, presumably more advance batteries every two or three years. While every eCanter will come with an AC charging system, the 12 hours required to fully recharge the vehicle won’t suit fleets that don’t park trucks overnight. Faster DC “superchargers” reduce that time to around an hour, but cost considerably more to install. So Fuso expects to help subsidize the building of that infrastructure with other willing partners in a few markets where there is enough density to warrant it, according to Llistosello. He indicated that California would be a logical location for a supercharging network. The eCanter will be introduced next year simultaneously in the U.S., Japan and Germany with a soft launch and “small-scale production,” Llistosello said. .

Daimler AG Press Release / September 21, 2016 BharatBenz 3723R: five-axle rigid truck from India Fuso TV-R: heavy-duty tractor unit for export markets from India Fuso FV Super Great V Spider: multi-function work machine from Japan Mercedes-Benz school bus: fully equipped bus for emerging economies from India Freightliner Inspiration Truck: autonomous truck from the USA Western Star WS 5700XE: truck dreams come true – from the USA Over half a million trucks and more than 28 000 buses and chassis units a year – Daimler delivers impressive proof of its position as the world's leading manufacturer of trucks and buses. With its brands Mercedes-Benz, BharatBenz, Freightliner, Fuso, Thomas Built Buses, Western Star and Setra, Daimler meets the wishes of freight and passenger transport operators on every continent. The successful strategy is based on three pillars: technology leadership, global presence and intelligent platforms. The result is a worldwide footprint accompanied by tailor-made regional offerings. Trucks and Buses for the World – this is the slogan under which Daimler will show a representative selection of its vehicles for every continent at the IAA. BharatBenz 3723R: five-axle rigid truck from India The Indian brand BharatBenz is an example of Daimler's global dynamism. Since the sales launch four years ago, well over 40 000 heavy-duty and medium-duty BharatBenz trucks have been supplied to customers. The young brand's trucks play an important role not just in India, but also in the development of many other growth markets. At the IAA, Daimler is presenting the BharatBenz 3723R, a five-axle rigid truck with platform body for a permissible gross vehicle weight of 37.0 t. The right-hand drive cab-over-engine truck is powered by major assemblies that are also very familiar in Europe. One example is the compact in-line six-cylinder Mercedes-Benz OM 906 engine with 6.4 l displacement and 175 kW (238 hp) output rating, the components of which are largely produced locally in India and assembled at DICV's Oragadam plant near Chennai. The engine is available in Euro III and Euro IV versions (for the Indian market) and in a Euro V version (for export variants). There is also the Mercedes-Benz G 131 nine-speed manual transmission. The chassis features parabolic springs on the front axles, while the driven axle comes with air suspension and the two other rear axles are equipped with semi-elliptic leaf springs. The almost 11.4 m long rigid truck can be used in modular fashion with a wide range of different swap bodies. The vehicle on display has a 28 foot or 8.4 m long platform body with dropsides almost one metre high. Fuso TV-R: heavy-duty tractor unit for export markets from India The Japanese brand Fuso is globally active and, producing over 150 000 vehicles a year, is a key pillar of Daimler Trucks. The range includes trucks and buses in all size and weight classes. In Western Europe, Fuso is known mainly for its Canter light-duty truck, which is made in Portugal. Fuso's heavy-duty trucks are also marketed in many parts of the world. The latest example is the Fuso TV-R, also known as the 4043 S, from DICV's Oragadam plant near Chennai. Kenya was the first market in which it was launched, in August 2016, and it is now gradually being introduced in further Fuso growth markets. The new three-axle tractor unit for long-distance haulage is designed for a gross combination weight of up to 100 t. The vehicle on show at the IAA is a left-hand drive model. Beneath its high-roof cab is the world's best-known in-line six-cylinder engine, the Mercedes-Benz OM 457, here in a 315 kW (428 hp), Euro V version. The power is transmitted to the two driven rear axles by the 12-speed Mercedes PowerShift transmission G 330. The muscular looks are enhanced by mighty wheels with size 12.00 R 24 tyres. These enable the Fuso TV-R to tackle challenging terrain as well. Fuso FV Super Great V Spider: multi-function work machine from Japan This is a mobile multi-function work machine of XXL format: the Fuso Super Great V Spider concept vehicle breaks the mould of conventional utility vehicles. Mounted behind the right-hand drive cab of the three-axle rigid truck from Japan are four arms equipped with different tools. These enable the Spider to drill, grab, chop and excavate as an extremely versatile construction vehicle. Four extendable support legs keep the truck horizontal during such work. The vehicle is powered by the Fuso 6R10 (T8) six-cylinder in-line engine with a 12.8 l displacement, an output of 338 kW (460 hp) and a plentiful torque of 2500 Nm. Experts will note that the engine is closely related to the European Mercedes-Benz OM 471 and the American Detroit DD 13. Appropriately configured, the fully automated Fuso Inomat II 12-speed transmission, too, is known elsewhere as the Mercedes PowerShift. Mercedes-Benz school bus: fully equipped bus for emerging economies from India The collaboration between Daimler Buses and bodybuilder Wright Bus in India is bearing further fruit: the launch with fully equipped touring coaches under the Mercedes-Benz brand is now followed by the appearance of a rugged school bus for emerging economies in the Middle East. It is available as a complete vehicle as an alternative to the chassis that have been offered to date. The 9.1 m long school bus is based on the Mercedes-Benz OF 917 RF C front-engined chassis with rugged truck technology. The 3.9 l four-cylinder engine produces 125 kW (170 hp) and is optionally available in either Euro III or Euro IV, depending on the market and regional requirements. The school bus comes with 17.5-inch wheels, parabolic springs on both axles and anti-lock braking system. The modern and pleasingly styled body with large destination indicator above the high windscreen is based on a lightweight aluminium frame. The functional interior of the left-hand drive school bus on view at the IAA offers accommodation for 35 passengers in individual seats with seat belts. The passenger compartment is enhanced by luggage shelves and an air conditioning system. Freightliner Inspiration Truck: autonomous truck from the USA It was the world's first self-driving truck with approval for use on the roads – and Daimler is now bringing it to Europe: the Freightliner Inspiration Truck represents a milestone in the history of the truck. The technology behind the Highway Pilot with radar system, stereo camera and tried-and-tested assistance systems is based on the Mercedes-Benz Future Truck and has been configured for use on American highways. The base vehicle for the Freightliner Inspiration Truck is the Freightliner Cascadia Evolution. The three-axle cab-behind-engine tractor unit impresses with such features as its aerodynamic shape and spacious sleeper behind the actual cab. Its equipment specification resembles more a one-room apartment than a sleeper compartment. The Cascadia Evolution has an integrated drivetrain. The long bonnet houses a Detroit DD 15 14.8 l six-cylinder in-line engine rated at 294 kW (400 hp). The fully automated Detroit DR 12-DA transmission, like the engine, is closely related to its European counterparts. The axles, too, originate from the modular system of Daimler's US subsidiary Detroit. Freightliner is the North American success story of Daimler Trucks. Thanks to Freightliner and the Western Star brand, Daimler achieved a share of around 39 percent of the North American market for heavy-duty trucks last year and thus defended its undisputed number one position. Western Star WS 5700XE: truck dreams come true – from the USA The mighty trucks of the US brand Western Star make the dream of the "American Way of Drive" a reality. As made clear by the muscular radiator grille and ample chrome trim, the Western Star 5700XE is a special truck even by North American standards. It unites impressive looks with high efficiency and the character of an indefatigable workhorse with the comfort of the spacious sleeper behind the cab. As impressive as the 5700XE looks, the walls of the sleeper consist of a lightweight honeycomb structure. Western Star is the brand for successful owner-operators, independent long-distance truckers, most of whom now opt for a Western Star with an integrated drivetrain from Daimler's Detroit subsidiary: engine, transmission and axle are from a single source and perfectly matched to each other. This applies to the 12.8 l DD 13 in-line six-cylinder engine rated at 257 kW to 371 kW (350 hp to 505 hp) or, alternatively, the 14.8 l DD 15 rated at 294 kW to 371 kW (400 hp to 505 hp) or the 15.6 l DD 16 rated at 368 kW to 441 kW (500 hp to 600 hp), the fully automated DT 12 12-speed transmission and the axles in 6x2 and 6x4 configurations. And it is no coincidence that many of the same components are similarly used in Daimler Trucks' European and Asian brands.

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Commercial Carrier Journal (CCJ) / September 20, 2016 During a press event on the eve of the IAA 2016 commercial vehicle show in Hannover, Germany, Daimler Trucks showcased its future urban transportation strategy with the unveiling the Mercedes-Benz Urban eTruck and Mercedes-Benz Future Bus concepts, as well as a demonstration of its previously announced Mercedes-Benz Vision Van. “By 2050, cities will be home to more than 70 percent of the world’s population, and more urban transportation is required- for goods and for people,” said Dr. Wolfgang Bernhard, head of Daimler Trucks & Buses. “This creates challenges regarding emissions, noise, infrastructure and congestion. We are developing vehicles of a completely new kind.” World’s first electric truck After introducing its electric drivetrain concept in July, Daimler completed the picture with the introduction of the Urban eTruck, an all-new electric truck concept for short-radius, zero-emissions goods distribution. The eTruck has a 200-km range on a single charge and has payload capacity up to 12.8 tons. According to Sven Ennerst, Daimler’s head of project engineering, the eTruck’s lithium ion batteries can recharge within two hours. At the heart of the Urban eTruck is Intelligent Range Management, a system that allows the driver and fleet manager to optimize delivery routes by monitoring the vehicle’s real-time data, traffic conditions, and other data from Daimler’s existing FleetBoard telematics service, which now connects to the drivetrain. When the dispatcher sets up route for delivery, all details go into IRM, which predicts energy needed and suggest the optimal driving mode. The driver has two 12-inch screens on the console. The primary screen provides data such as vehicle speed, speed limits, and real-time data on the actual battery status compared to the IRM’s predicted range at that point in the route. “This pair of scales is a powerful tool because it builds trust,” says Ennerst. “We want to provide absolute certainty to the driver that he can reach destination as planned.” If something unexpected happens, such as a traffic jam, the IRM saves energy by changing the driving mode or scheduling a charging period at a delivery point along the route. The eTruck takes design cues from the Mercedes-Benz Antos cabover, but the electric drive eliminates the need for a conventional air inlet, which is replaced by a LED-backlit black panel grille capable of displaying battery charge status, truck operating status and more. The eTruck’s low-floor axle has liquid-cooled, high-speed asynchronous three-phase motors on each side with as much as 11,000 Nm, providing what Daimler says is diesel truck-like driving dynamics. The Urban eTruck also has smart technology to optimize power consumption. “We are thinking beyond hardware and how to connect the truck to the grid,” said Bernhard. “Our new truck-to-grid management provides customers that would have multiple eTrucks with an optimized charging strategy or even earn money by allowing stationary vehicles to provide energy services that can generate income.” Future Bus is built on Daimler’s Highway Pilot The semi-autonomous Mercedes-Benz Future Bus relies on Daimler’s CityPilot system, which was built on the foundation of the 2015-announced Highway Pilot autonomous driving system but adds additional functions to communicate with traffic lights, traffic flow patterns and pedestrians. The Future Bus was developed on the existing Mercedes-Benz Citaro platform. The CityPilot system uses more than 10 cameras to scan the road and surroundings to provide a precise picture so the bus can operate safely in urban environments. If wireless connection to traffic lights is interrupted, the system reverts to cameras for visual recognition. The Future Bus interior features a completely reimagined open-area transit experience for passengers, including a lounge at the back of the bus for longer journeys in what Daimler refers to as an urban living space. “Operators gain from lower total cost of ownership thanks to improved fuel efficiency,” said Harmut Shick, head of Daimler Buses. “Passengers will be safer and more comfortable and arrive on time. Drivers will experience less strain.” While the Future Bus is in concept stage, Daimler already announced it will launch an all-electric bus by 2018 based on Mercedes-Benz Citaro. “Our focus is to make it ready for serious production and to offer a product that makes a valid business case for customers,” added Schick. Photo gallery - http://www.ccjdigital.com/daimler-reimagines-urban-transportation-with-new-truck-van-and-bus-concepts/ .