kscarbel2

Carga Pesada / July 1, 2016 If approved by Brazil’s National Traffic Council (Contran), a request from the Union of Paraná Cargo Transport Companies (Setcepar) will cause significant changes in the Brazilian truck market. In conjunction with the Curitiba-based TRS Engineering, Setcepar is proposing changes in Resolution 210 to allow Vanderleias (trailers with 3 spaced axes) and Cangurus (trailers with two axles together and a third axle spaced apart) can be pulled by 8x2 or 8x4 tractors. In the proposal, the tractor-trailers would have a Gross Combination Weight (GCW) of 59 tonnes (130,073 lb), two more than the seven axle B-trains, and an overall maximum length 19.8 meters (65 ft). Current regulations only allow Vanderleias and Cangurus to be pulled by 6x2 or 6x4 at a maximum GCW of 53 tonnes (116,845 lb). "If the application is approved, it will be very beneficial to the forestry industry," says Setcepar head Gilberto Cantú. "With a single trailer, you will have a much lower cost," he adds. TRS Engineering mechanical engineer Rubem Melo was responsible for the technical study of the proposal. "Today, 8x2 and 8x4 tractors can only legally pull standard spacing 3-axle trailers. We propose that truck operators also be allowed to operate them with spaced axle trailers, "he said. “The proposed specifications are not harmful to the roads and bridges,” said Melo. "The weight per meter is not increased, and therefore does not increase load concentration. In addition, because axle weights are not increased, there is no greater wear on roads.” Setcepar and TRS Engineering also proposed to Contran that the minimum length of tractor trailers with GCWs over 57 tonnes (B-Trains and Road Trains) be decreased from 25 meters (82 ft) to 22 meters (72.2 ft). .

Volkswagen Truck & Bus Press Release / June 1, 2016 L'Oréal Paris brings professionals from its development labs to several cities in Brazil A Volkswagen Constellation 6x2 underwent a radical transformation to promote retail sales of L'Oréal women’s Elseve hair care products in Brazil. The truck’s custom-built body is equipped with equipment that allows its road-going professionals to analyze a woman’s hair condition within minutes, including damage caused by the action of chemical processes, drying and other issues. .

Land Line / July 1, 2016 Along with fireworks and Independence Day weekend barbecue parties, Friday brought with it a new container weight requirement that may prove costly in terms of time and headaches for truck drivers visiting U.S. ports. Beginning on July 1, trucks and shippers are responsible for providing the verified gross mass of shipping containers specifically as they bring the containers to U.S. ports. The new rule was promulgated by the International Maritime Organization, which says the rule is designed to help ports and shippers know accurate gross mass of a container so proper stowage and stacking is performed on ships and at ports. Veteran driver and OOIDA Senior Member Danny Schnautz, vice president at Texas-based Clark Freight Lines, said drivers for his company hadn’t yet dealt with hiccups at ports because of the new rules. “So far, this is mostly a shipper, ship line, freight forwarder and port issue,” Schnautz said. “It’s had minimal impact on our drivers, although we don’t expect it to stay that way. If the weight information on a container is inaccurate or incorrect, quite often there is an impact on the driver.” Containers are frequently modified to repair holes or strengthen doors – prompting welding and modification of the container’s original weight. The difference can add up to several hundred pounds. Because ships frequently carry 5,000 or more containers, such a difference could significantly alter a freight ship’s balance and safety. When decisions were made among national and international shipping organizations to require container weight verification, however, truckers seem to have shouldered much of the responsibility and liability associated with the new system, Schnautz said. “That’s how business works, and that’s how the passing the buck game works,” Schnautz said Friday. “I don’t mind reporting a number, but I won’t be responsible for it.” “They’re trying to make us accountable for the actual weight on the container, but we’re using the weight stamped onto the door,” he said. “They’re allowing that it won’t have to be accurate to the pound, but it is going to be reasonably accurate.” The Port of Houston, where Schnautz’s company frequently makes calls, has told truckers they don’t have to have the gross vehicle mass on file before arriving at the port – flexibility that helps drivers avoid time-consuming clerical work as they’re trying to move freight. “They’re going to receive the load regardless and that’s a game changer for us because that isn’t always the way they’ve talked about this rule,” Schnautz said. Drivers have already dealt with a side effect of the rule they didn’t expect. Schnautz said Clark Freight Lines has already had drivers being told at warehouses that they need a verified gross mass for their containers as they bring an empty container to a warehouse – a hurdle the rule wasn’t apparently intended to make. Some shipping lines have asked drivers to take pictures of the weights posted on the back of container doors. “We’re kind of resisting that because that just turns into a slippery slope,” Schnautz said. Schnautz said he hopes to use his voice when major decisions are made that affect truck drivers and the supply chain. “Because truckers have the least market power, these decisions are often made without us in the room and anything that slows a truck down slows down the whole supply chain,” he said. “Some of us are trying to make this point to shippers and to ports.”

Cook County Record / June 30, 2016 Calling a state agency’s recent decision akin to “saying a criminal is innocent of burglary if he breaks into a house but does not succeed in stealing anything,” truck maker Daimler Trucks North America has asked a Cook County judge to determine the Illinois Motor Vehicle Review Board was wrong to determine Daimler was not justified in cutting off a dealership group which admitted to stealing information from Daimler to gain a competitive advantage over a rival Daimler dealer. On June 14, DTNA filed a complaint against the IMVRB in Cook County Circuit Court. Daimler is a manufacturer of commercial trucks including Freightliners. Court documents state the company has a proprietary computer system which dealers can access with unique user names and passwords. Each dealer uses the system to generate quotes, order trucks and store such information as customer lists and past and pending truck sales. In 2014, the sales manager at Northwest Trucks, a dealership with a franchise agreement with Daimler, acquired the user name and password of a competing dealership, TransChicago Truck Group. According to court documents, other officials in the Northwest dealership knew the sales manager had obtained TransChicago’s credentials and was using them to access DTNA’s system and obtain information about TransChicago’s business. In a hearing before the Motor Vehicle Review Board, TransChicago testified the company had lost several large sales because Northwest contacted customers after the order had already been placed and offered an identical order at a lower price. From 2013 to 2014, Northwest’s operating profit from new truck sales purportedly grew from less than $10,000 to more than $1 million – an increase of 10,249 percent. Net profits rose 1,667 percent, according to court documents. Northwest officials admitted to the conduct at the hearing and said they knew it violated Northwest’s agreements with Daimler, court documents said. However, when Daimler terminated the agreements, Northwest filed a protest with the review board. A hearing examiner found the conduct did breach the agreements, but said Daimler lacked good cause to terminate the agreements because it had not shown the competitive advantage Northwest gained by hacking the system. In the suit brought against the review board in Cook County court, Daimler’s attorneys argued this decision flies in the face of state law, which permits termination if a dealer breaches its agreements, regardless of whether the breach gave the dealer a competitive advantage. “Even if the Hearing Examiner was correct that a manufacturer must show that the dealer obtained a monetary benefit from breaching its dealer agreement, the Hearing Examiner erred by ignoring DTNA’s evidence of harm,” the suit states. “DTNA submitted evidence … showing specific instances where Northwest was able to secure truck sales based on hacking into DTNA’s system.” The suit claims the review board “rubber stamped” the hearing examiner’s decision that the agreements could not be terminated. Through its suit, Daimler is hoping the court will reverse the review board’s decision and will require that the board file the entire record of the administrative hearing, including the transcript. Cook County Case No. 2016-CH-7997 was filed June 14 by attorneys Theresa A. Nickels and Jena L. Levin of Foley & Lardner LLP, representing Daimler.

Commercial Motor TV - sponsored by DAF Trucks / July 1, 2016 .

COEs aside, the dual exhaust piping (routing) on a Super-Liner or Value-Liner is a straightforward affair, with the piping efficiently and effortlessly passing under the cab to the rear. However, the east coast R-model of course, with the low cab mounting, results in a convoluted exhaust piping arrangement, so much so that it's arguable to avoid having it.

Ford Trucks Press Release / July 1, 2016 Powerful engine braking from Jacobs Vehicle Systems, the world’s leading manufacturer of engine retarding systems, give Ford Cargo world class braking performance. The 9-liter Ford “Ecotorq” features Jacobs’ bleeder brake technology, while our big-bore 13-liter powerplant is equipped with Jacobs’ "bridge brake" architecture. A collaborative effort between Ford Otosan and Jacobs, the result is two powerful engine retarders that add safety and operating performance while lowering life-cycle costs. . Ford Trucks and You – "Sharing the Load" At Ford Trucks, we’re serious about trucking. It's why we designed the new 2016 Cargo heavy truck range from the ground up to meet your needs and expectations. See your authorized Ford heavy truck dealer for details, or visit the global Ford heavy truck website at https://www.fordtrucks.com.tr/ .

Dodge Trucks Press Release / July 1, 2016 .

Ford Commercial Vehicles Press Release / July 1, 2016 .

10QH220P1 and 10QH221P1.......good job. That looks like a rebuildable end to me. The 1QH4125BP5 front axle arrangment, in a parts book or on microfilm, would show the "break-down" of the ends, i.e. the stud,, spring, washers, seals, ect.

Five reasons not to buy a used Mack-branded Volvo. 1. It will have Delphi unit pump injection. Delphi is the worst (and smallest) supplier in the diesel engine injection segment. 2. Ongoing injector cup issues 3. Crankcase oil diesel fuel dilution is a huge problem. Trucks are running with shocking quantities of diesel fuel pumping thru the lubrication system. When Mack dealers contact Volvo, they're told to let the customer keep running.......Volvo will stand behind it. That's a bad call....fix the problem! And while the original owner is covered, what happens when that truck enters the second-hand truck market and is purchased by an unsuspecting owner? He will be the recipient of a shocking overhaul bill when the engine fails. By my thinking, what Volvo is doing is unethical and immoral. 4. Volvo's strategy is to design the truck so that you are forced to bring it to the dealer, for greater profit on their ledger. The I-Shift AMT (rebadged as mDrive) is a case in point. 5. A brand is only as good as the people who lead it. Volvo remains clueless about the US market, one key reason being they refuse to listen to the Mack dealer body, and view them as equals. And, of the the Mack brand management, not a single person has a background in the truck industry. It shows, with a very unhappy dealer network and stagnant sales.

The best engine/AMT transmission currently available in North America is the Mercedes-Benz OM472 and PowerShift 3, known here as the DD15 and DT12. I don't like availability limited to Freightliner and Western Star, but the Cascadia is a state-of-the-art truck, and WS will still build you a traditional truck (very popular in Oz and NZ). Anyway, you'd be pleased with a DT12. (ZF's As Tronic AMT is also superb, but not available in the states) Having said all that, "today's" Eaton UltraShift Plus, for highway or vocational, is a sorted-out high-performing AMT. Another option, it would be prudent of you to give these folks a call for a quote on a new non-emissions truck.........http://www.bigmacktrucks.com/topic/45777-fitzgerald-glider-kits/

By application, those Meritor numbers are applicable to F090 (9,000lb), F120 (12,000lb) and F160 (16,000lb) General Motors truck axles. http://truckpartsetc.com/sales/PDFs/Arvin Meritor (Euclid)/Meritor_FrontAxle.pdf And didn't they end up using a different tie rod tube?............http://www.bigmacktrucks.com/topic/16975-great-parts-dealer/ Based on his 1QH4125BP5 front axle arrangement, I'd like to know what Mack 10QH tie rod ends are listed.

Dagenham (East of London)

Owner/Driver / July 1, 2016 The Gundagai Truck Show, Hume Highway Reunion, and Sylvia’s Gap Road Run raised about $30,000 for Gundagai’s proposed truck museum. Buoyed by the success of recent fundraising activities, the Australian Road Transport Heritage Centre (ARTHC) plans to open a truck museum in a temporary home at Gundagai, New South Wales, this month. ARTHC Chairperson Kerry Campbell and his team are assembling a collection of historic trucks and exhibits in a shed at the corner of Tor Street and Jack Moses Avenue, North Gundagai. The ARTHC has over 100 members and the museum will be staffed by volunteers. Treasurer Jim Morton says the ARTHC will open the doors of the museum’s temporary home when electricity is connected. An announcement will be made on the museum’s website, arthc.com.au But Jim says the ARTHC remains determined to build a permanent museum at Middle Street, Gundagai. The committee will continue to raise funds and apply for grants for the $1.5million project. The ARTHC raised $30,000 with events held at Gundagai over the Queen’s Birthday long weekend. A highlight was Sylvia’s Gap Road Run on June 12 which attracted 76 trucks. They travelled a section of the old Hume Highway which is now on private property. Landowners opened their gates, allowing trucks to travel through Sylvia’s Cutting and over Hannah’s Pinch. The weekend began with the inaugural Gundagai Truck Show on Saturday, June 11. Scott Menz of Wagga Wagga won People’s Choice with his 1988 Kenworth T650. Paul Eccleston won the Vintage Choice section with a 1953 International AR130. After the truck show, 217 people attended a Hume Highway Reunion Dinner and auction. Last week the ARTHC accepted a donation of $2780 which was raised by an auction at the Finemore Livestock Transport drivers’ recent reunion at Wagga Wagga. To donate to the ARTHC’s proposed truck museum, or to become a member of the ARTHC, phone Jim on 0408 441 495 or Daryl Weston on 0427 756 983. .

Trade Trucks.com.au / July 1, 2016 Daimler Australia is taking nothing for granted in its bid to put the Benz brand back on the front line in the cab-over class There’s a bold new star on the horizon and when it finally bursts into full view later this year it will be the culmination of the biggest truck testing and development program ever undertaken by Mercedes-Benz in this country. Replacing the existing Actros range, the aggressively styled line-up of new Mercedes-Benz heavy-duty trucks will have undergone more than three years and one million kilometres of intensive testing in preparation for life in our fiercely demanding and hugely diverse market. Details of the new line-up and the exact number of models slated for the initial onslaught in the last quarter of this year are for the moment being kept close to the chest, but from all appearances, Daimler Australia is taking absolutely nothing for granted in its bid to put the Benz brand back on the front line in the highly competitive cab-over class. There will be narrow and wide cab versions in several roof heights, in 4x2, 6x2, 6x4, and 8x4 configurations, catering for everything from metropolitan and regional distribution roles to top-weight road train work. Even though this new Mercedes-Benz breed first broke cover in Europe in 2011, there was wisely no rush to release the range here. Instead, there has been a quiet, carefully crafted development process that started in 2014 with the determined intention to ensure every element of the new trucks was thoroughly tested under Australian conditions before being launched. As Mercedes-Benz insiders quietly concede, the last thing anyone wants is a repeat of the problems that dogged early Actros models following its Australian launch in 1998. With nothing being left to chance, there’s even deliberation within Daimler Australia on whether the Actros name will be carried over to the new line-up. Within the Daimler world, the new model project is referred to as SFTP – Strategic Future Truck Platform, tying together the massive cab, engine and drivetrain platforms developed progressively over the past decade for Daimler’s worldwide truck business. Consequently, we can confidently predict the new Mercedes-Benz line-up will use all four of the six-cylinder displacements (8, 11, 13, and 16 litres) from Daimler’s multi-billion dollar HDEP (heavy-duty engine platform) engine family in a mix of Euro 5 and Euro 6 versions. It is, of course, the same engine family which spawned Detroit’s DD15 and in the new Mercedes-Benz range will effectively bring to an end the V6 and V8 engines which have been part and parcel of Benz architecture for more than three decades. Daimler’s ‘PowerShift 3’ automated 12- and 16-speed transmissions are almost certain to be standard in the majority of models. While Daimler Australia will continue to offer cab-over contenders from North America (Freightliner Argosy) and Europe, it appears the great hope is that the new Benz will be quickly established as a leading, high-profile competitor, laying the foundation for Daimler’s long-term ascendancy in the fiercely competitive heavy-duty cab-over class. As Michael May, director of Mercedes-Benz Truck & Bus, remarked, "This is Mercedes-Benz’s return to a truly competitive place in the market. "It is a completely new start, free of the connotations of the past and the timing is exactly right." Meantime, Mercedes-Benz Trucks national sales manager Andrew Assimo says everything about the development and testing process is unique to Australia. "This is a major undertaking by Mercedes-Benz to fully understand and appreciate the needs and demands of the Australian market," he explained. "Germany is fully committed to this project and we have more trial units here than anywhere outside Europe." There are now 15 units under evaluation in everything from triple road trains to line-haul B-doubles, regional and metropolitan distribution, and others being used as training platforms for sales and service departments, and for body and componentry enhancements. Importantly, up to 35 operators from a wide range of applications have been involved in the development and testing program to date. On the all-important question of weight distribution, particularly over the front axle which has been such a historic bugbear for V8-powered Actros models, an adamant Andrew Assimo says the greater length of a six-cylinder engine – combined with the new model’s shortened front axle to bumper dimension of 1400 mm – provides a distinct advantage in weight dispersion over current V8 trucks. "We’re in a better position than ever before," he concludes. .

KrAZ Trucks / June 24, 2016 Kraz Trucks has always invested significantly in the funding of social programs at the company. The KrAZ is committed to the spending because it affects not only state of mind of staff, but also the achievement of production goals. Employment benefits provided by KrAZ Trucks for decades has helped our employees to “weather the storm” on many occasions. A similar situation is now taking place. The availability of discounted lunches, baked foods, vegetables, berries, fruit and other food products produced by the truckmaker’s “Food Service Centre” help our staff to withstand the challenges of today including higher utilities and basic consumer goods costs. KrAZ workers can afford quality hot meals in our company canteens. What’s more, the price is quite acceptable because extra charges on food products purchased by the plant are only 30 percent, while in the town network it amounts to 300 percent. Every day, except lunches, the company’s canteens, flour room and pastry shop produce 1,000 loaves of bread, 1,000 fried and baked pies and 700 pastries with a monthly consumption of 10 metric tones of flour. One-third of these products is sold to plant employees through our company shops and canteens, and the rest is sold to town residents through a network of local groceries. Summer is the busiest period for our Food Service Centre, when we harvest fruit and vegetabled which are then sold through the company’s retail network. Our company greenhouses saw a record harvest in May of 100 kg of cucumbers, followed by 300 kg in June. So far this year, our Food Service Centre employees have harvested over 100 kg of cabbage, 80 kg of dill, 90 kg of lettuce and 150 kg of radish. This month, the harvesting of marrow, potato, beetroot and tomatoes has started. At our fruit greenhouses, we have harvested 100 kg of cherries and 300 kg of black currants. The harvesting of apricots, cherry plums, apples and pears is on the horizon. Fruit is canned to make drinks, and baked food in winter. Out of the UAH 5.5 million that KrAZ Trucks is invested in social programs last year, we proudly provided UAH 2 million in subsidies to the Food Service Center. The development of social benefits and protection provided to KrAZ employees never ends. In 2016, the funding of social programs will be increased with a focus on extending the employment benefits of our employees. Photo gallery - http://www.autokraz.com.ua/index.php/en/novosti-i-media/news/item/2704-kraz-pidtrymuie-vysokyi-riven-sotsialnoho-partnerstva

Automotive Business / June 30, 2016 Company seeks experienced partners in power generation and off road Navistar’s Brazilian subsidiary, MWM-International Motors, and the National Union of Auto Parts Manufacturers (Sindipeças) recently organized the New Supplier Development event. MWM is searching for companies "with leadership in the construction machinery and power generation markets, with production capacity, quality and flexibility for various volumes," says MWM-International supply chain director Paul Rolin. "MWM started out with a strong presence in these segments and over time expanded the portfolio to the light vehicle and commercial truck industry, with an adaptation of its supplier base. What we seek now is a rapprochement with the suppliers of construction machinery market and power generation," says the executive. Related reading: http://www.mwm.com.br/site.aspx/Home-En http://www.bigmacktrucks.com/topic/45769-navistar-to-power-chinese-construction-machinery/#comment-337412

Transport Engineer / June 30, 2016 Food giant Nestlé UK has taken delivery of four Mercedes-Benz Actros vehicles, after experiencing positive fuel results and great driver feedback from its first seven Actros, delivered last year. Supplied by dealer Northside Truck & Van, the food company’s latest additions have been specified with metallic silver livery to mark its 150th anniversary. The company has also ordered 70 new 13.6m Montracon box semi-trailers with matching silver side skirts, the first of which have entered service. All the Actros are 510bhp 2551 StreamSpace models: the most recent four have the latest 12.8-litre, six-cylinder OM471 engines, which feature updated turbochargers and injection systems. Fleet manager Mick Thompson (pictured) says: “Our drivers sleep in their vehicles and really appreciate the comfort of the beds and all-round quality of their flat-floored Actros cabs, while a lot of people have commented on how stunning these vehicles look.” “They’re brilliant in terms of fuel efficiency, too. The first seven trucks are returning between 9 and 9.1 mpg, which means they’re almost a mile ahead of our previous fleet average. And although we’ve only just set the four new units on the road, at 9.4 mpg they’re already doing even better.” The trucks are all equipped with Predictive Powertrain Control systems, which boost economy while also reducing wear and tear on the driveline by employing engine braking at every opportunity, and helping to make shifts at the wheel less stressful for drivers. Thompson adds: “Our relationship with Mercedes-Benz and Northside Truck & Van is still new but we’re certainly happy with the way things are going... On Northside’s recommendation we went with PPC from the outset and this is obviously contributing to the very significant savings we’re now making on our diesel bill, and the reductions we’ve achieved in our carbon emissions.” .

Ex-Scania CEO Leif Östling completely rejects cartel accusation Dagens Industri / June 30, 2016 A battle is whipping up between the European Commission and respected truckmaking head Leif Östling. Leif Östling, Scania's former president and one of Sweden's foremost industrialists, categorically denies that Scania ever participated in a cartel with other European truckmakers. The former Scania CEO says the truckmaker has proof that it was not involved in any illegal cooperation. ----------------------------------------------------------------------------------------------------------- FYI – Leif Östling started his career at the Scania Truck Division of the Saab-Scania Group as a trainee in 1972. He became became head of long-term planning in 1977. In 1981 was appointed head of Sales and Marketing at Scania Nederland B.V, becoming managing director at the unit in 1983. In 1989, Östling was appointed head of the Scania Truck Division. One year later, he as selected to become executive vice president of Saab-Scania AB. When Scania and Saab were separated in 1994, Leif Östling was appointed President and CEO of Scania AB. Owing to his superb leadership, his tenure ran through August 2012. .

MAN Truck & Bus Press Release / June 30, 2016 .