kscarbel2

C'mon Bob, you must be pulling my leg. I can't believe you never heard of KrAZ. They're in the City of Kremenchuk, in central Ukraine. http://www.autokraz.com.ua/index.php/en/

Volvo Trucks Press Release / July 6, 2016 .

Scania Group Press Release / July 7, 2016 On August 23, Scania will start the launch of its next generation heavy truck by revealing the first units designed for the European long-haulage segment. This initial launch represents the public debut of the largest ever investment in new products and services by Scania, which at the same time is celebrating its 125th anniversary. Scania is introducing its new truck series in several phases, with a clear focus on different industries and customer segments, following a carefully planned schedule, where Scania’s current and highly regarded truck generation will be sold in parallel. The gradual introduction of the new generation will start with applications for trucks in the European long-haulage segment, and later be followed by additional truck variants. The common denominator is that Scania has developed a broad range of tailored products and service solutions, which help to reduce operating and maintenance costs, and also to boost vehicle uptime. Scania aims to become the leader in sustainable transport, where partnerships and digitalisation will play an increasingly important role. Sustainability is also one of the watchwords in the coming launch, as this will be crucial for the future competitiveness of Scania and its customers and also for their customers. “We are now in the final phase of preparing the sales and service network as well as the European production units. At the moment, we are not providing any further information about the many new innovations which are in store. But I am convinced that what Scania will unveil on August 23 will be talked about – both inside and outside the industry,” says Christian Levin, Executive Vice President Sales and Marketing. .

Fleet Owner / July 6, 2016 This year, fuel economy is a theme you’ll hear often. How truck manufacturers will comply with 2017 fuel efficiency requirements—it’s the tail end of Greenhouse Gas (GHG) Phase 1 rules before the impending GHG Phase 2 regs arrive—plays a big role in Fleet Owner’s New Models Preview. Heavy truck OEMs weren’t all ready to talk about their solutions as of press time, however, with Volvo Trucks North America and Mack Trucks the exceptions. But OEMs that decided to keep their 2017 GHG solutions under wraps for now hinted at big changes to come, especially where Navistar’s International Pro­Star tractor is concerned (new “LT” Series launch). Lots of other changes are in store, of course, across the 2017 new models. More than a few new models will be hitting the road for 2017, including new offerings from Navistar and Peterbilt. --------------------------------------------------------------------- Class 4-7 Ford F-750 Along with Ford’s super duty pickup lineup, the 2017 Super Duty chassis cabs, including F-450 and F-550 models, get a reboot with a new product launch. The chassis cabs arrive with a 7,500-lb. gross front axle weight rating—up 500 lbs. from previous models—designed to support bigger snowplows, utility buckets and other vocational upfit equipment. The F-450 and F-550 chassis cabs have a combined weight rating of up to 40,000 lbs., which the auto­maker notes is half the 80,000-lb. max combined weight for heavy trucks. The manufacturer also highlights the 2017 chassis cabs’ frame, which Ford says is 95% high-strength steel and has eight times more torsional rigidity than prior models. In addition, “many components are more robust in the new Super Duty, including axles, suspension, driveline, and towing hardware,” according to the OEM. For the first time with the Super Duty trucks, the bodies boast high-strength, military-grade aluminum throughout the cab, which Ford says helps allow for “significant increases in towing and payload capability.” The new models offer weight savings of up to 350 lbs. with the materials used. An optional second-gen Ford 6.7L Power Stroke V8 diesel brings the Super Duty chassis cabs up 30 hp. and 90 lbs.-ft. of torque to 330 hp./750 lbs.-ft., the most ever for the lineup. That same engine is offered with three power levels in the F-650 and F-750 medium-duty trucks: 270 hp./675 lbs.-ft., 300 hp./700 lbs.-ft. or 330 hp./725 lbs.-ft. Based on the 330-hp. configuration, Ford says the F-650 and F-750 models provide a B10 engine life of 500,000 mi., meaning 90% of them are expected to reach that point without requiring major engine service. According to the OEM, the 6.7L is 25% quieter at 60 mph and up to 45% quieter at idle inside the cabin. --------------------------------------------------------------------- Freightliner M2 The big news for Freightliner’s M2 medium-duty truck lineup is the introduction of proprietary Detroit DD5 and DD8 engines that will meet 2017 greenhouse gas emissions standards early. The engines will initially be built and shipped from the powertrain facility in Mannheim, Germany, owned by Daimler AG, Freightliner’s parent company. Production will eventually shift to Daimler’s Detroit engine assembly facility in Redford, MI, starting in 2018. The Detroit DD5 medium-duty engines, which are for sale in limited quantities, became available this year for the Freightliner M2 product line. Extensive availability is expected in 2018 across the entire Daimler Trucks North America (DTNA) product portfolio, including Freightliner, Western Star, Thomas Built Buses, and Freightliner Custom Chassis Corp. (FCCC) vehicles. Altogether, Daimler AG said it has invested some $375 million to enable the addition of DD5 and DD8 engines to its medium-duty lineup as well as to begin building them at Detroit’s Redford plant. “Detroit medium-duty engines will provide what no other manufacturer in North America can offer, and that is a total vehicle solution that matches Daimler’s global engineering prowess with the most complete lineup bar none in the industry,” DTNA president and CEO Martin Daum noted earlier this year. --------------------------------------------------------------------- Freightliner Custom Chassis Corp. MT Chassis Freightliner custom chassis corp. (FCCC) got a shot in the arm earlier this year when its parent company, Daimler Trucks North America (DTNA), invested $22.7 million to expand FCCC’s Gaffney, SC, facility and improve operations, which included the construction of a new logistics center as well as an expansion of the current office building, employee parking lot, completed chassis parking, and loading/delivery operations. The investment will drive implementation of a new line-side delivery process that will utilize nearly 60% more component kitting. “The investment shows our commitment to the employees in Gaffney, our customers, and to the future of FCCC,” said David Carson, who was FCCC’s president at the time of the announcement. “We will continue to build the best chassis with the best features and customer support, and this investment will ensure we are well-positioned for future growth.” In addition to the logistical and process improvements, the investment will provide an expansion to the current office building, which will provide a 25% increase in personal workstations, increase the training room capacity from 25 to 100, and double the amount of available team workspace. In March of this year, FCCC officially rolled out its Opti­View fully integrated, all-digital LCD instrument cluster. Designed in collaboration with Mercedes-Benz, OptiView features fully integrated gauges; an easy-to-read interface aimed at increasing driver safety and comfort; anti-glare display with bright graphics, clear fonts and streamlined menu structure; a 360-deg., high-resolution camera system; Bluetooth connectivity and Smart Wheel controls; and an intuitive touchscreen menu that displays information from a number of inputs and sources. FCCC vehicles will also be offered with the DD5 and DD8 medium-duty engines built by DTNA’s Detroit subsidiary by the end of this year. --------------------------------------------------------------------- Chevrolet 4500 General motors just announced a new wrinkle in its medium-duty production: In the first half of 2017, commercial cutaway models, including 4500 GMC Savana and Chevrolet Express vans, will be built by Navistar, which brings a dormant assembly line at Navistar’s Springfield, OH, plant back to life. The cutaways are often upfitted as ambulances, school buses, and utility vehicles, GM notes. In addition, GM and Navistar also announced plans to jointly produce a Class 4-5 conventional cab truck, “bringing medium-duty, conventional-cab trucks back into the portfolio,” according to GM. These trucks will combine Navistar chassis with GM commercial components and engines and are expected to go into production in 2018, also at the Springfield plant. Meanwhile, arriving this summer are the Chevrolet-badged Low Cab Forward 3500, 4500, 3500-5500HD, and 4500-5500XD models based on Isuzu’s N-Series cabover trucks. They offer gross vehicle weight ratings from 12,000-19,500 lbs., and all but the Chevy 3500HD and 5500XD regular cabs—the latter claiming highest available payload for the lineup just shy of 12,800 lbs.—come in regular or crew cab variants with seating for up to three or seven passengers, respectively. For motivation, the 3500 and 4500 trucks come with a 6.0L V8 gasoline engine producing 297 hp. and 372 lbs.-ft. of torque. The 3500HD regular cab gets a 3.0L 4-cyl. diesel that produces 150 hp. and 282 lbs.-ft. of torque as soon as 1,600 rpm, and all other models have Isuzu’s 5.2L 4-cyl. diesel that produces 215 hp. and 452 lbs.-ft of torque as soon as 1,850 rpm. The cabover design provides better visibility, easier entry/exit and tighter turning radius, according to the manufacturer, making them particularly suited for jobs like urban delivery routes. Overall length allows for “generous cargo space,” GM says, and various configurations. --------------------------------------------------------------------- Hino 195 In the biggest change for the 2017 products from Hino Trucks, all now come standard with telematics and connected vehicle systems. “Our major product enhancement for model-year 2017 is essentially a software enhancement. We introduced Insight, our connectivity solution, as standard for all models,” says Adrian Ratza, marketing manager at Hino Trucks. “This is groundbreaking in that it is a major step for us in transitioning what was once a truck solution to what is now a true transportation solution with the Hino product.” Hino Insight includes telematics—Telogis provides that system—as well as remote diagnostics and case management services. Standard Hino Insight comes with one year of telematics (buyers also have two- and four-year options), five years of remote diagnostics, and five years of case management. “Hino Insight has one objective: increase uptime and efficiency,” the OEM states. --------------------------------------------------------------------- Hino 338 In a walk-through of how the Insight platform works, Hino explains that the telematics portion of the software picks up diagnostic trouble codes, or DTCs, from a truck as they occur. Trouble codes are transmitted to Hino and the truck’s owner, and remote diagnostics—performed in real time by technicians and diagnostics software—determine what the problem is and the severity. The system can coordinate with the owner, dealer providing service, and Hino to set up necessary shop time and ensure needed repair parts are available. The newest of the Hino lineup, the 155 cabover three-passenger and 155 DC double cab, offer 14,500-lb. gross vehicle weight rating (GVWR) and are powered by Hino’s J05E 5L turbo diesel making 210 hp. and 440 lbs.-ft. of torque. The 195 and 195 DC models up max GVWR to 19,500 lbs. and carry the same powerplant, while the 238 gets a 6-cyl., 8L diesel with 230 hp. and 520 lbs.-ft. of torque. That engine is standard on the 258 and 268 models, but an 8L diesel with 260 hp. and 660 lbs.-ft. of torque is optional. The larger engine is standard on the top of the lineup, the 338. --------------------------------------------------------------------- International TerraStar The latest new-model news from Navistar International is the addition of the Cummins ISL engine and Eaton Procision dual-clutch automated manual transmission as options, notes Carl Webb, vice president and general manager of the medium-duty product line. “We will still offer the N9 engine and Allison fully automatic transmission for our medium-duty trucks. This just gives our customers more options,” he says. Other medium-duty options include factory installation of the Bendix Wingman Fusion collision mitigation system and the addition of air disc brakes as a published option across the board for this segment. Late last year, Navistar also finalized a long-term deal with General Motors to roll out a jointly built Class 4-5 medium-duty conventional cab truck powered by both gasoline and diesel engines by 2018. Those future medium-duty trucks will be developed by marrying Navistar chassis configurations and manufacturing capabilities with GM commercial components and engines, the companies indicated. Built with both Chevrolet and International nameplates, the new trucks are slated to start production in 2018 at Navistar’s plant in Springfield, OH. At the time, Navistar said that it planned to add 300 jobs and invest more than $12 million in facility upgrades to build these medium-duty models. --------------------------------------------------------------------- International DuraStar “From our standpoint, it will probably be more Class 5. It could be stake beds, box trucks, or vehicles for tree service,” Bill Kozek, president of truck and parts for Navistar, said at the time. “It will primarily be in the construction-type segment. On the Chevy side, it’s probably more Class 4 pickup models. It’s also an opportunity for both of us to participate in an area that neither of us have been [heavily] involved in [the last few years]. It allows GM to expand, primarily, its Chevrolet brand, and it allows Navistar to strengthen its International truck lineup.” The vehicles will also use “many GM components and engines” and, from a Navistar perspective, allow it to continue its “customer-centric approach” to “provide our customers with the best products available,” Kozek said, adding that this jointly built Navistar/GM truck will serve as a replacement for the Navistar International TerraStar model. --------------------------------------------------------------------- Isuzu FTR It won’t go into production until mid-2017, but the biggest news from Isuzu Commercial Truck of America is the FTR arriving as a 2018 model. The truck expands Isuzu’s offerings into the Class 6 segment and will be powered by the company’s 5.2L turbo diesel coupled to an Allison 2000 Series automatic transmission. Horsepower and torque figures are not yet finalized, but the engine has a B10 life of 310,000 mi.—as with all Isuzu’s diesel engines—so 90% of them are expected to reach that point without an overhaul. The FTR can be spec’d with either a 50- or 100-gal. fuel tank, giving it “incredible cruising distance” along with the 4-cyl. engine’s fuel economy. The company notes its expertise in that 4-cyl. niche and that it’s a first for the class. The FTR targets what Isuzu expects will be a growing need to deliver more goods in tight urban areas. The low-cab-forward design increases visibility and maneuverability, according to Isuzu, and a steer-wheel cut of 50 deg. will give the FTR a sharp turning radius. Eight wheelbase configurations will accommodate bodies from 16 to 30 ft. on the FTR, and the truck is designed as “the best Class 6 choice for pickup and delivery in cities,” says Shaun Skinner, president of Isuzu Commercial Truck of America. Isuzu’s 2017 NPR-HD, NPR-XD, NQR and NRR low-cab-forward trucks offer gross vehicle weight ratings of 14,500-19,500 lbs. and are powered by the 5.2L turbo diesel producing 215 hp. and 452 lbs.-ft. of torque. All ride on an Aisin 6-speed double overdrive transmission. The Reach van continues with a 3.0L turbo diesel producing 150 hp. and 282 lbs.-ft. of torque. All models include the Isuzu Diagnostic Service System, which allows an Isuzu dealer to provide the truck owner with a “health report” on vehicles. --------------------------------------------------------------------- Kenworth T370 New axle options are the name of the game for Kenworth Truck’s medium-duty lineup, with its T370 conventional model now available with Meritor non-drive front steer axles rated from 16,000 to 20,000 lbs. and Meritor 44,000- and 46,000-lb. heavy-duty tandem-drive rear axles. Kenworth said that Meritor MFS-20 front axles and Meritor MT-44 and RT-46 Series tandem drive rear axles for the T370 can be spec’d with the Paccar PX-9 engine rated up to 350 hp. and 1,150 lbs.-ft. of torque. “The expanded axle offering will now enable operators to leverage the T370 for a broader range of vocational applications that require 20,000-lb. front and 46,000-lb. rear suspensions, such as dump, fuel, utility, crane, service trucks, or mixers,” Jason Skoog, Kenworth’s assistant general manager for sales and marketing, noted earlier this year. “The Paccar PX-9 offers excellent power in a smaller footprint to move more weight. Coupled with the higher-capacity Meritor front axles, customers can have more of the payload’s weight shifted to the steer axle and still take advantage of the T370’s short bumper-to-back-of-cab measurement.” The MFS-20 front axles, which are available with 16,000-, 18,000-, and 20,000-lb. gross axle weight ratings, include a heavy-duty, cross-brace-reinforced front frame assembly; bolted cross members; and either 10 5/8 in. frame rails with insert or 10 3/4 in. frame rails. Full inserts are available for both of these rail sizes. Iron hubs, drum brakes, and dual-power steering gears, along with a power steering cooler, complete the lighter engine/higher-capacity front axle combination. According to Meritor, the MFS-20 features an optimized turning radius to provide sharper wheel cut and increased maneuverability. Along with the new Meritor axles, the T370 is now available with heavy-duty rear suspensions rated up to 46,000 lbs. from a variety of leading suppliers in either spring or air configurations. --------------------------------------------------------------------- Fuso Canter E-Cell You can’t order one yet, but Mitsubishi Fuso Truck of America (MFTA) is working on an all-electric model of its Canter truck, initially based on the Canter FE130. The company tested a number of the prototype trucks in various duty cycles in Lisbon, Portugal, and found that on a full charge, the powertrain offers a range of about 62 mi. hauling more than 4,400 lbs. Jecka Glasman, president and CEO of MFTA, says she believes making such trucks “is the future” for the company. The electric powertrain makes the truck ideal for delivery runs in dense urban areas, according to Chris Burdett, a product engineer at Mitsubishi working on the project. Burdett says the electric Canter has been tested and proven, and the goal for the manufacturer now is to find ways to reduce costs of the drivetrain. Coupled with lower maintenance and fewer parts used in the electric drivetrain, the goal is to be as break-even or competitive as possible in terms of cost of ownership compared with Mitsubishi Fuso’s diesel models. The electric engine produces the equivalent of 150 hp. and 479 lbs.-ft. of torque. --------------------------------------------------------------------- Fuso FE160 Across the rest of Mitsubishi Fuso’s lineup, the powerplant is the company’s 3.0L turbo diesel producing 161 hp. and 295 lbs.-ft. of torque as soon as 1,300 rpm. The FE130, FE160, FE160 crew cab, FE180, and four-wheel-drive FG4X4 also all have Mitsubishi Fuso’s Duonic 6-speed automated manual transmission. Gross vehicle weight ratings range from 13,200 lbs. on the FE130 to 17,995 lbs. for the FE180. The company’s FusoFirst support product announced late last year provides 24/7 towing, tire service, jump starts, lockout service, and fuel/DEF fluid replenishment within the trucks’ three-year warranty period as well as technician and driver training. A mobile troubleshooting app includes a “support wizard” with instructional content for drivers. --------------------------------------------------------------------- Peterbilt Model 348 Although there won’t be many changes to speak of to Peterbilt Motors’ medium-duty lineup in the coming year, the OEM plans to keep placing particular emphasis on its two compressed natural gas (CNG) medium-duty Model 337 and Model 348 options that were introduced back in mid-2015. Both vehicles are now in production and can be configured as trucks or tractors and are “an ideal choice” for dump, refuse and short- and regional-haul operations, the OEM said. According to Scott Newhouse, Peterbilt’s chief engineer, those two CNG-powered medium-duty models are optimized with a 110-in. bumper-to-back-of-cab (BBC) configuration for the addition of natural gas storage tanks. “The CNG Model 337 and 348 give Peterbilt the industry’s most competitive portfolio of natural gas vehicles,” Newhouse says. “The dimensions provide a BBC 2 in. shorter than any competitive model and a cab height that is 2 1/2 in. lower.” --------------------------------------------------------------------- Peterbilt Model 220 Newhouse says the optimized spec, including steering geometry that provides up to a 50 deg. turning angle, provides improved maneuverability in congested city and jobsite operations. Both models are powered by the Cummins Westport ISL-G with 320 hp. and 1,000 lbs.-ft. of torque. Peterbilt added that its [DAF LF-based] Class 5-7 conventional models continue to be built at the Paccar factory in Sainte-Thérèse, Quebec, a plant that opened in 1999 and has produced more than 100,000 vehicles. The Class 6-7 cabover Model 220 is manufactured at the Paccar assembly facility in Mexicali, Mexico. --------------------------------------------------------------------- Ram 5500 Chassis Cab For 2017, Ram trucks’ 4500 and 5500 chassis cab four-wheel-drive models get a left-side power take off (PTO) option in addition to right-side PTO capability. The feature is already available on two-wheel-drive trucks—both left and right PTO options are 60 hp.—and it allows the trucks to run two shaft-driven accessories. “That additional, left-side PTO capability on the 4x4 is very important for the work customer. The traction lets you get to a lot of otherwise difficult work sites and remote locations,” says Dave Sowers, director of marketing for Ram Trucks. “The option lets you drive multiple devices. So, for example, a mount-on-top, gas-powered generator and a tow-behind, gas-powered compressor could be left at home, and now you take one 4x4 chassis cab to the remote work site and get all your work done in one place.” Ram chassis cabs offer up to 29,600 lbs. towing in the 5500. Standard on the 4500 and 5500 chassis cabs is a 6.4L gasoline Hemi V8, and both offer an optional 6.7L Cummins turbo diesel. All the Ram chassis cabs have a rear frame with 50,000 psi of strength. That frame is also designed specifically to be friendly for upfit bodies and equipment, according to Sowers. “We have straight, flat, and clean frame rails as well as standard width and standard cab-to-axle measurements. We also pass our fuel fill through the frame so it doesn’t require relocation, and we keep our urea fill tube on diesel models out of the way of the upfit zone,” he says. Chassis cabs also feature a vehicle system integration module, or VSIM, designed to allow upfitters to tie in to the electrical system “in a seamless way without splicing,” which Ram claims as a class exclusive. A dual, 440-amp alternator setup comes standard with the 6.7L Cummins engine. --------------------------------------------------------------------- Workhorse E-Gen There’s been something of a stir at Workhorse Group this year, as the company has been working on one of perhaps two or three Federal Aviation Administration exceptions granted to test commercial drone use in the United States. The company’s octocopter HorseFly drone can be sent by a delivery driver to drop off packages up to 10 lbs. up to 2 mi. away, and Workhorse CEO Steve Burns says the OEM is now exploring a test of the system by a delivery service provider. Workhorse hopes to make breakthroughs in drone delivery and be able to offer the feature to its customers, which include a number of package-delivery companies. For 2017 models, a smaller 2-cyl. 647cc engine—part of automaker BMW’s i3 range extender, or REx, system—will now provide battery-replenishing generator power that helps eliminate “range anxiety” in the Workhorse E-GEN medium-duty van chassis. The chassis offers a choice of wheelbases and gross vehicle weight ratings from 16,000 to 19,500 lbs. Burns says the new BMW system is designed for hybrid powertrain use and delivers the same recharging capability as the former 4-cyl. 2.4L Power Solutions International engine in about one-quarter the displacement, so Workhorse anticipates further fuel economy gains. The electric powerplant is a 200 kW unit by Sumo, and the system uses Panasonic battery packs. Burns says choosing readily available components like the Panasonic batteries and BMW range extender system is part of Workhorse’s strategy as a “young manufacturer”—the idea is that replacement parts are easy to find. The lithium ion batteries used in the Workhorse chassis also will see some improvement this year, offering a slight gain to the E-GEN’s approximately 65-mi. range on electric power. With the generator system and regenerative braking, which Burns notes eliminates much of the need to use the regular brake system, the E-GEN can double its range. --------------------------------------------------------------------- Class 8 Autocar ACX Some of the biggest changes you’ll see in the next model year from the OEM will affect its ACX Class 8 severe- duty truck model (built for refuse, concrete, water blasters, and other specialty applications), says Marc de Smidt, director of engineering at Autocar. The addition of the Cummins ISL engine and changes to back-of-cab models with a new single-package aftertreatment system that offers “a little bit of extra frame rail space” to help with body installation are among those. RP170 connectors will be standard on 2017 ACX models, he adds, along with a variety of “small improvements” being made to the cab to improve driver comfort in terms of noise reduction and ride quality. Also for 2017, onboard weighing and tire pressure monitoring systems can be factory-installed and thus fully integrated more seamlessly into the vehicle. Autocar’s ACMD Class 7 “Baby 8 “medium/heavy-duty chassis (used in street sweeping and refuse applications) will also feature a single module aftertreatment package that will offer 3 in. of frame rail space savings, a completely new electrical system, a variety of factory-installed options such as dual and right-hand only drive, plus door modification to make cab entry/egress safer. Finally, the OEM’s ACTT terminal tractor—offered in DOT and off-road configurations with both diesel and compressed natural gas (CNG) engine options—gets improved electrical controls and a new HVAC system. And a patent-pending quick release fifth wheel assembly will reduce the time it takes to connect and disconnect from freight trailers, resulting in more uptime and productivity in yard operations. --------------------------------------------------------------------- Freightliner Cascadia Big changes to freightliner trucks’ signature highway tractor, the Cascadia, are on the way for the 2017 model year as the OEM prepares to comply with new greenhouse gas (GHG) emissions rules, but the company says it is keeping those changes under wraps a little while longer. Meanwhile, Freightliner is offering a few tweaks to its vocational models, expanding its all-wheel drive offerings and boasting ratings for the 108SD and 114SD. The Freightliner 122SD vocational tractor is also now available with a 23,000-lb. Detroit-branded front axle, the OEM says. Those changes build on vocational model upgrades rolled out late last year, which included two transmission options for its 122SD unit. The 122SD can now be spec’d with Allison 4700 Rugged Duty Series and Oil Field Services automatic transmissions. Both of those transmission configurations feature a second reverse or “deep reverse” gear in addition to the standard reverse; automatic shifts, which automatically and smoothly make the right shift at the right time; and improved startablity, which uses less torque to launch and go, the company adds. --------------------------------------------------------------------- Freightliner 114SD The OEM notes 122SD models spec’d with either Allison transmission are available with Detroit DD13, DD15, DD16, and Cummins ISX heavy-duty engines. Detroit Connect has introduced new features for its Virtual Technician remote diagnostics system to further improve integration and communications. A new portal provides users additional information about overall fleet health as well as enabling them to take a deeper dive into specific fault events. This portal is available on all Freightliners spec’d with the OEM’s proprietary line of Detroit engines. It will allow users to view and archive Detroit Diesel Engine Control reports, which use diagnostics to further analyze driver and vehicle performance. Detroit Connect has been pilot testing this new portal with select customers and anticipates it will be available to all customers this year. In addition to the portal, Freightliner’s parent company, Daimler Trucks North America, is developing a new telematics platform that will be available on select truck models in 2017. The OEM says that platform will have new connected vehicle communications hardware, will be available on a global basis, will enable integration with third-party applications, and will reduce the need for additional hardware. Freightliner adds that this telematics platform, which will rely on cellular connectivity, will mark the introduction of over-the-air capabilities, including remote vehicle parameter settings, remote downloading of DDEC reports, and remote flashing of firmware for electronic controllers. --------------------------------------------------------------------- International HX A new vocational line joined the International family of trucks this year, with more changes ahead for the 2017 model year as the OEM plans to overhaul its ProStar and LoneStar highway tractors to match changes being made to the Cummins engine family to comply with GHG rules. “We’ll be systematically upgrading our platforms, taking out weight, and setting the table for further improvements,” notes Steve Gilligan, Navistar’s vice president of product marketing. “We’re working closely with Cummins, and we’ll be phasing out our 2016 engines, moving to a single aftertreatment solution, and making other changes in the November-January timeframe.” The new over-the-air (OTA) programming option for Cummins engines rolled out earlier this year is one step in that process, Gilligan adds. OTA programming, available through the nine-pin International LINK device, enables drivers or fleet managers to use a mobile interface to update engine control modules at customer locations via a safe and secure wireless network without the necessity of visiting a dealer or other OEM service facility. This OTA service will first be available later this fall for limited production release on Cummins 2017 model-year engines, with plans to expand the service to additional model years. In terms of trucks, the International HX Series line of Class 8 vocational trucks is replacing the PayStar model and represents the first all-new vehicle introduced by the International Truck division of Navistar since 2010. Four HX Series models are available with both set-forward and set-back front axles in either short or long hood depending on the application. The HX515 is a 115-in. bumper to back of cab (BBC), set-forward axle straight truck for vocations that include concrete mixer, construction dump, refuse/roll-off, and crane. The HX615 is a 115-in. BBC set-back axle truck or tractor for vocations that include construction dump, concrete mixer, platform stake/crane, and refuse/roll-off. The HX620 is a 120-in. BBC set-forward axle truck or tractor for vocations that include heavy haul tractor, construction dump and platform stake/crane. And the HX520 is a 120-in. BBC set-forward axle truck or tractor for vocations that include heavy haul tractor, construction dump, and platform stake/crane. The HX515 and the HX615 models are powered by Navistar N13 engines, while the HX520 and HX620 models offer the Cummins ISX15 engine, Navistar said. --------------------------------------------------------------------- Kenworth T680 Like several of its competitors, Kenworth Truck is keeping most of its 2017 GHG upgrades close to the vest for now. Yet the OEM released a batch of new enhancements to its highway and vocational products this year that will carry on through its 2017 new model overhauls. Kenworth’s vocational flagship model, the T880, can now be equipped with the Hendrickson Ultimaax severe-duty rubber suspension. That suspension is available with axle ratings from 46,000 to 52,000 lbs. and axle spacings of 54 and 60 in. with 11-in. ride height for applications such as refuse, sand and gravel, crane/boom, platform, construction, and logging. The OEM began production of a 40-in. sleeper berth configuration this year for its T880 and T680 models aimed particularly at regional bulk haulers, open-deck and flatbed operators, as well as vocational fleets that use straight trucks such as petroleum fleets. Compared to Kenworth’s 38-in. AeroCab sleeper, the 40-in. unit offers an extra 22 cu. ft. of storage space and a 6 in. lower roof. Kenworth is also adding Allison Transmission’s TC10 fully auto­matic gearbox as an option for its T680 and T880 tractors. The OEM’s TruckTech+ remote diagnostics package is now standard on its Class 8 models equipped with the Paccar MX-11 engine. A complimentary two-year subscription to TruckTech+ is available as long as the truck is covered by the OEM’s two-year standard warranty, with a complimentary subscription for customers purchasing extended engine warranties through Kenworth. After the warranty period, Kenworth’s remote diagnostics tool can be maintained by subscription. --------------------------------------------------------------------- Kenworth T880 The OEM is also making its Kenworth Aero Advantage Fairing available as a factory-installed option for its T680 Advantage highway model when equipped with a 76-in. or mid-roof sleeper compartment and is expanding its auto start/stop engine monitoring system to prevent fuel gelling. Initially introduced as an option on T680 sleeper models, auto start/stop is also now available on T880 sleeper units as well as T680 and T880 day cab models. The option may be ordered with or without the Kenworth Idle Management System, a battery-based auxiliary power unit package. Finally, Kenworth is offering a new clear back-of-cab diesel emissions fluid (DEF) tank configuration option for its T880 and T680 that is designed to maximize fuel capacity by removing the DEF tank from the frame rail and mounting it above the fuel tank and under the cab. This setup also features a lightweight 7.3-gal. DEF tank, which shaves about 25 lbs. off the weight of a standard-mount DEF tank. It also clears the way to install larger fuel tanks, giving the truck a longer range, the OEM says. --------------------------------------------------------------------- Mack Pinnacle The big news for mack trucks is what will be changing under the hood of its highway and vocational units for 2017.There will be overhauls to the OEM’s proprietary MP Series engine lineup and vocational-themed enhancements to its mDrive automated manual transmission (Volvo I-Shift). Mack’s 11L MP7 and 13L MP8 [Volvo D11 and D13] engines received a number of advancements for 2017 that are designed to simplify maintenance and improve efficiency and productivity. Both engines feature an updated wave piston design that Mack says raises the compression ratio and enables more complete combustion of fuel, while a common-rail fuel system more precisely injects fuel. Combined with a two-speed coolant pump, these features help increase MP7 fuel efficiency by up to 5.1% and MP8 fuel efficiency by up to 5%. Additional improvements to both engines include a new two-piece valve cover, shimless rockers, and a low-pressure fuel system with an enhanced, integrated aftertreatment dosing module to reduce maintenance needs. An updated double-walled exhaust gas recirculation (EGR) flow sensor helps reduce condensation and soot buildup in cold weather, while a new intake throttle enables a faster warmup when the engine is started. --------------------------------------------------------------------- Mack Granite For the OEM’s Super Econodyne downspeeding highway tractor package, Mack will offer a 2017 MP8 engine equipped with a turbo compounding system that converts waste energy from the exhaust into mechanical energy that is fed back to the engine. The system adds up to 50 additional horsepower, enabling a substantial fuel efficiency increase of up to 8.8% compared to the previous MP8 model. The OEM’s enhanced Mack mDrive HD 13- and 14-speed AMT variants (Volvo I-Shift with crawler gears) feature up to two additional low-ratio creeper gears to provide improved startability for heavy loads while maintaining proper gearing for fuel efficiency at speed. Mack adds that the mDrive HD 14-speed, available only in overdrive configuration, adds a second ultra-low-speed reduction gear designed for curb pouring applications or low speed, heavy-haul maneuvering. Both transmissions offer up to four reverse gear ratios. The mDrive 13-speed will become the standard gearbox on Mack’s Granite vocational model. The mDrive HD will be available on Granite models with a 2017 MP8 engine and on the OEM’s Titan vocational tractor and Pinnacle highway models. Further extending the fuel efficiency improvements associated with the AMT, the OEM is rolling out Mack Predictive Cruise (Volvo I-See), an intelligent system that memorizes a route when cruise control is on, storing up to 4,500 hills in its memory. Mack Predictive Cruise constantly monitors speed, engine load, weight, and road gradient to help it select the best gear for the road ahead, and it can increase fuel efficiency by up to 1%, the OEM notes. --------------------------------------------------------------------- Peterbilt Model 567 The big news for peterbilt motors (aside from its 2017 GHG updates, which the OEM is keeping quiet about for now) is the addition of a new vocational chassis, the Model 520, aimed at refuse operations. The Model 520’s dual-station cab, which comes with the OEM’s ProBilt interior package, offers two nearly identical work environments so drivers can seamlessly operate from the left- or right-hand side. This includes dual controls for the parking brakes, heating ventilation and air condition system, and stereo. Peterbilt said the console sides of the Model 520 are angled to give operators easy visibility and access to the same controls and displays from the right and left. The truck comes standard with a Paccar MX-11 diesel engine but can be spec’d with optional 9L or 12L natural gas engines. The Model 520 offers 27% more windshield viewing area than previous designs and two headlight options: single halogen bulb lamps (standard) or light emitting diode headlamps. --------------------------------------------------------------------- Peterbilt Model 520 Peterbilt is now offering Allison Transmission’s TC10 fully automatic gearbox with its Model 567 and 579 highway tractors mated to either Paccar or Cummins engines. Offered with ten forward speeds and two reverse, the TC10 uses a patented torque converter and twin counter shaft design and is covered by a five-year or 750,000 mi. warranty, the OEM says. The OEM also just rolled out a new paint formulation. The Axalta coatings used on its heavy-duty truck cabs and sleepers enhance color qualities and durability. Additionally, the company says its new base and clear coatings offer better color characteristics for greater gloss, reflectivity and luster. Finally, new chassis routings for the Model 579 and 567 units, which run the length of the truck, now organize air, electrical and fuel lines into individual bundles for faster identification and servicing. The routings are secured with newly designed frame brackets that hold each bundle separately and provide even greater durability, the company notes. --------------------------------------------------------------------- Volvo VHD The big news for volvo trucks north america (vtna) is retooled engines and powertrain enhancements aimed at 2017 GHG compliance while delivering for performance and fuel economy improvements. Wade Long, director of product marketing at VTNA, notes that the OEM’s retooled D11 engine features a 2.2% fuel efficiency improvement versus the 2014 model along with several enhancements. These include a new two-piece valve cover; new common-rail fuel system that helps boost fuel savings while quieting the engine; new wave pistons that improve fuel/oxygen mix for cleaner burning; an assembled camshaft that reduces weight by 27 lbs.; shimless rockers; and a power boost to 425 hp. VTNA says production on the new D11 will start in January 2017. The OEM’s revamped 2017 D13 engine offers a 2.5% fuel efficiency gain versus its 2014 predecessor. It uses the same new common-rail fuel system, wave pistons, and assembled camshaft as found in the 2017 model D11, along with a new two-speed coolant pump on XE models that boosts fuel economy by 0.5%. VTNA is also offering 100 lbs.-ft. of extra torque for the 455-hp. version of this engine, increasing overall torque to 1,850 lbs.-ft. Production on the D13 will begin in October. In mid-2017, the OEM plans to roll out a D13 engine featuring turbo compounding, which adds another 50 hp. via waste heat recovery, offering a further 3% fuel economy boost versus the standard 2017 D13 model. Long notes that no major changes are being made to the 2017 D16 model compared to the 2014 iteration. A new one-box exhaust aftertreatment system will be standard on the D11 and D13, while the D16 keeps the two-box system. Also, VTNA is introducing “crawler gears” for its proprietary I-Shift automated manual transmission (AMT) for vocational and heavy haul applications up to 220,000 lbs. GCW or more with application approval. Available as an overdrive in Volvo VHD, VNX, VNM and VNL models, the I-Shift with crawler gears can be spec’d with Volvo D11, D13 and D16 engines. A new I-See option will work in tandem with the I-Shift AMT to “learn” roadway topography, with the gearbox memorizing and storing it for use the next time a particular route is traveled. Long noted that up to 4,500 different routes can be stored as part of this new function. --------------------------------------------------------------------- Western Star XD A variety of vocational enhancements represent the big news from Western Star Trucks at this point, with the latest offering being a 23,000-lb. Detroit-branded front steer axle offered in the set-forward and set-back configurations of the Model 4700. This 23,000-lb. front steer axle will soon be available in Western Star 4800 and 4900 models as well, the OEM notes. Western Star also recently rolled out its Extreme Duty (XD) Offroad package and the MBT-40 Transformer chassis for both the articulated and ridged frame markets. Engineered specifically for extremely rugged environments, it’s now available on both the 4900 and 6900 models. There are plans to make the XD Offroad package available on other models in the future. --------------------------------------------------------------------- Western Star 5700 Starting this fall, Western Star will begin offering the Eaton UltraShift Plus automated manual transmission (AMT) in the 5700XE with new ratings that allow for power take-off and higher gross combination weights. The rollout will begin in October with the UltraShift MHP and MXP targeting chip trailer applications and vehicles with high GCVWR. The Eaton Advantage 10-speed AMT will be available for the 5700XE in March 2017 with multiple PTO locations available. Western Star 4900 and 6900 truck models can now be spec’d with the 4700 Off Road Series (ORS) fully automatic gearbox. The 4800 ORS is only available on the 6900 model. Allison’s ORS transmissions come with two-year warranties and are available with Detroit DD15, DD16, Series 60 Tier III, and Cummins ISX engines. The OEM has also unveiled a Fabco FAT-30 auxiliary transmission for the 6900XD. It is a stationary shift three-speed and is ideal for extra heavy-duty on- and off-road jobs, able to handle 30,000 ft.-lbs. of input torque.

BBC / July 7, 2016 Sir Jeremy Greenstock, UK ambassador to the UN in 2003, said Mr Blair had wanted a UN resolution backing action. But he told the BBC senior US officials thought it was a "waste of time". Sir Jeremy said he felt Mr Blair had wanted to wait longer before taking military action. It would have been "much safer" to give weapons inspectors in Iraq another six months to continue their work, he added. "I felt that at the time, the British felt it at the time, I think the prime minister felt it at the time, that the Americans pushed us into going into military action too early," he told the BBC. Mr Blair had wanted to secure a UN resolution before the conflict but US officials were not committed to a resolution, he added. "The Americans weren't genuine about it - but the prime minister was genuine about it - because he thought there was a chance that Saddam could be made to back down before we had to use military force. "And George Bush for a while agreed with him. But other people behind George Bush didn't agree with him and thought it was a waste of time." General Tim Cross - the most senior British officer involved in planning the war - said former US defence secretary, Donald Rumsfeld, would not listen either to the UN or the UK about the aftermath of the invasion. He said the US dismantled the Iraqi army and the ruling Ba'ath party without consultation.

Fleet Owner / July 6, 2016 Kenworth has announced the availability of the 7-speed Allison 4700 Rugged Duty Series automatic transmission with the 116.5-in. BBC Kenworth T880 short hood. The Allison 4700 RDS is available with the Paccar’s DAF MX-13 engine as well as the DAF MX-11, which provides a 400-lb. weight savings over 13-liter engines. According to the company, the transmission improves drivability, allowing truck operators to creep slowly and perform other low-speed maneuvers. “This level of control makes the Allison 4700 RDS ideal for ready-mix applications where drivers require a truck with maximum speed control for job site maneuverability in steep and difficult terrain, or with mixer trucks that move slowly while pouring concrete for street curbs, driveways or other projects in confined spaces,” the company added. “With the Allison 4700 RDS, customers can spec a highly maneuverable mixer of any type and benefit from greater precision of concrete delivery with no shifting required, enabling ready-mix drivers to focus on the road ahead and the jobsite around them,” said Kurt Swihart, Kenworth marketing director. “By coupling the Allison 4700 RDS with the MX-11 and the T880 short hood, truck operators get a truck with a lighter gross combination weight and an additional 6 inches of body space on the chassis for more payload. It’s a great choice for other customers who need trucks with increased overall transmission ratios, such as those equipped with dump and refuse bodies as well as cranes.” A lower first gear ratio and an optional second ‘deep reverse’ make the truck even more maneuverable particularly on steep grades and in tight settings, according to Kenworth. The transmission also features no-power interrupts, providing full power shifts and allowing full use of the engine’s horsepower, the company added. “Spec’ing an automatic transmission for tough vocational applications can also help make a Kenworth truck even more driver friendly and comfortable to operate. The Allison 4700 RDS is an important option to consider for retaining and recruiting drivers,” said Swihart. Press Release - http://www.kenworth.com/news/news-releases/2016/july/allison-4700-rds/ .

Heavy, medium truck orders slide to four-year low Commercial Carrier Journal (CCJ) / July 6, 2016 Class 8 truck orders dropped to 13,100 units last month, while Class 5-7 orders totaled just 15,200 units. The last time heavy truck order levels hit marks this low, the country was shedding the effects of an economic recession. The pace of commercial vehicle orders slowed in seasonal fashion into the first month of summer say analysts. June’s medium- and heavy-duty net order total volume was the lowest monthly order total since July 2012. Seasonally adjusted, at 31,500 units, it was the lowest total since September 2012. FTR’s preliminary Class 8 net orders for June – the worst June since 2009 – show intake 8 percent below May and down 34 percent year-over-year. The annualized rate of orders continues to drop – 162,000 now for past three months, 185,000 for the past six months and 224,000 over the past 12 months. “The Class 8 market is stuck in a holding pattern, at the bottom end of this cycle,” says Don Ake, FTR’s vice president of commercial vehicles. “Fleets are cautious as freight demand has cooled off this year. There are enough trucks to handle freight right now with carriers are in a wait-and-see mode, before adding trucks or replacing older units.” Ake anticipates higher orders later this year, however, the volume of orders will likely be determined by the strength of the economy and freight activity at that time. “This is what the summer looks like in a market down cycle, so we can expect this level of activity for a couple more months,” he says. .

Class 8 Orders Fall to Nearly Six-Year Low Transport Topics / July 6, 2016 North American orders for Class 8 trucks in June fell to the lowest point in nearly six years, market analysts report. The 13,100 total — a preliminary tally, which will be revised later this month — was the lowest since the third quarter of 2010 and down 35% compared with 20,287 a year earlier. Class 8 vehicle orders continued to lose traction in June. Last month, Volvo Trucks North America (VTNA) announced production cuts at its Dublin, Virginia, plant in “the early August timeframe,” given the continued decline in Class 8 orders. Daimler Trucks North America (DTNA) also said in June that it plans to cut 1,240 jobs across most of its North American production facilities starting in late June as it anticipates a 15% decrease in Classes 6-8 retail sales from 425,000 units in 2015. Together, the two [foreign] truck manufacturers control about 60% of the [North American] market. At the same time, June orders also fell 8% from the May total of 14,224. Conditions in the Class 8 market have been slower to improve than expected at the beginning of the year. The volume reflects continued pressures in the freight market, confirmed by several recent negative pre-announcements of earnings and elevated production rates, which have made inventory destocking difficult.

Heavy Duty Trucking / July 6, 2016 Class 8 truck order numbers have hit a 4-year low, with demand remaining depressed so far in 2016 according to industry analysts. “The Class 8 market is stuck in a holding pattern, at the bottom end of this cycle. Fleets are cautious as freight demand has cooled off this year,” said Don Ake, vice president of commercial vehicles at FTR. “There are enough trucks to handle freight right now with carriers in a wait-and-see mode, before adding trucks or replacing older units.” FTR projects Class 8 truck orders for the month of 13,000 units. That represents an 8% drop compared to May and a 34% decline compared to last June. This month’s order activity was the lowest monthly total since July 2012 and the worst June since 2009. “This is what the summer looks like in a market down cycle, so we can expect this level of activity for a couple more months,” said Ake. “We do anticipate higher orders later this year. However, the volume of orders will be determined by the strength of the economy and freight activity at that time.” Class 5-7 medium-duty vehicle orders also fell in June and are projected to hit 15,200 orders for the month. Unlike Class 8, which has struggled to get going in 2016, the drop in medium-duty orders was attributed to the strength of the market in previous months. The pull-back of the past two months follows a three-month stretch from February to April in which medium duty orders were booked at a volume well ahead of demand.

What one makes a mistake, one must own up to it. I was mistaking Gary Mahan for Dennis Meehan. I wish to apologize for my negative comment about Mr. Mahan.

I ran Iraq in 2003. Washington hadn't prepared for the aftermath of war By Paul Bremer, former U.S. occupation head of the Coalition Provisional Authority (CPA) in Iraq. The Guardian / July 6, 2016 “The problems of victory are more agreeable than those of defeat, but they are no less difficult.” Those are the words of Winston Churchill, and they seem particularly appropriate at the moment. Wednesday saw the release of the Chilcot report into the Iraq war, commissioned by the British government. As the former head of the Coalition Provisional Authority (CPA) in Iraq, I believe there is some truth in its findings. There is much in the report which mirrors problems the American government experienced. A fair assessment of coalition decisions should take account of the challenges in the immediate aftermath of Saddam’s ruinous three-decade rule. At every turn, we found ourselves faced with bad options – and worse ones. Prewar planning was “inadequate”. Chilcot notes that much of what went wrong stemmed from that lack of preparation. The same can be said of American planning. The key assumptions by the American government were that after the war there would be large-scale human migrations within and to Iraq and massive destruction of Iraq’s oil facilities. As often happens, planners were basing assumptions on the 1991 post-conflict experience in Iraq. Revealingly, the American organization set up in early 2003 was called the Office for Reconstruction and Humanitarian Assistance. According to Chilcot, the British government was driven by “a consistent desire” to reduce its military presence in Iraq. The commission noted that that “bad tidings” tended not to be heard in London. The same was true in Washington. Before the war, a few American military officers suggested the need for a substantial post-conflict military presence. They were not heard. Before leaving for Iraq, I read a report by the nonpartisan thinktank Rand. Studying previous post-conflict experiences, it concluded that the coalition would need some 480,000 troops to provide adequate security. We had less than half that number (some 180,000 Americans and 20,000 British). I sent the report to Secretary Rumsfeld and raised it with the president. The only positive result was that the Pentagon slowed down its plans to withdraw about 150,000 troops by September 2003. The Chilcot report rightly focuses on the postwar looting. When I arrived in Baghdad, all of the Iraqi government ministries had been looted. Some were still afire. We had about 40,000 coalition forces in the capital, but their very restrictive rules of engagement (ROEs) did not allow them to use force to stop the looting. Throughout the 14 months I was in Iraq, I objected in private conversations and cables to the under-resourcing of military forces and to their restrictive ROEs. I also reported to Washington that we lacked an appropriate counterinsurgency strategy, a failure which was not corrected until 2007. As David Richmond, one of the able British CPA colleagues told the commission, the coalition “never got on top of security”. So the coalition gave the impression to Iraqis that we were not serious in this most important goal of any government. No doubt this failure encouraged some members of what became the resistance. On two specific points I disagree with the Chilcot conclusions. The first is de-Baathification. Saddam modeled the Ba’ath party on Hitler’s Nazi party. Party members, though only 10% of the population, held all key government positions. They ran all political and social institutions, even sports teams. Every Iraqi neighborhood had a party cell to report on neighbors. Like the Nazis, the party recruited children to spy and inform on their parents. Opposition was ruthlessly punished. As Chilcot notes, some level of de-Baathification was “inevitable”. The state department’s prewar planning had concluded that “a program of deBaathification of all aspects of Iraqi life has to be put into effect”. The Iraqi program was much narrower than the similar de-Nazification program in 1945. It affected only the top 1% of party members and only forbade them from holding government positions. They could set up a business, open a newspaper or become farmers or journalists. I mistakenly gave Iraqi politicians responsibility to implement this narrowly drawn program. They greatly expanded its scope to settle political quarrels. I reversed their actions, for example by working with the Iraqi minister of education to reappoint 11,000 teachers who had been unjustly affected. De-Baathification remains contentious in Iraq – not because the effort was ill-advised but because true reconciliation remains difficult in a traumatized society. The second point of disagreement is over whether we should have overthrown Saddam Hussein. I do not share the commission’s assumption that in early 2003, the “strategy of containment” was adequate to the challenges posed by Saddam’s Iraq. Context is essential to the decision to go to war. The September 11 attacks showed a massive new threat, particularly if terrorists could get their hands on WMD. Iraq had been designated a state sponsor of terror by successive American presidents of both parties. After 9/11, no American president could dismiss the possibility that a state sponsor would provide devastating weapons to terrorist groups, or use them itself. Iraq had WMD programs for nuclear, biological and chemical weapons. Saddam had used chemical weapons against Iraqi Kurds in 1988. Since 1991, the United Nations security council (UNSC) had passed 17 resolutions, with the force of law, demanding that Saddam come clean about his WMD programs. He didn’t. The international inspectors had found his biological weapons program in 1995 only because of information from Iraqi exiles. At the same time, the international sanctions imposed by the UNSC were beginning to erode; countries like France, German and Russia were arguing for a new approach. Containment was no longer a viable option. I believe history will agree that it was the correct, if difficult, decision to remove Saddam Hussein. Had we not done so, today we would likely confront a nuclear-armed Iraq facing off against a nuclear armed Iran. Bad as the unrest in the region is today, that would be worse.

Americans should pay attention to this. All said and done, I still view Tony Blair as one of the best leaders of our time. He has, in my mind, a great deal of integrity. And to be honest, at this juncture with BREXIT occuring, I would like to see Tony Blair once more take the helm. Related reading: http://www.iraqinquiry.org.uk/ http://www.bbc.co.uk/news/uk-politics-36712735 https://www.theguardian.com/uk-news/2016/jul/06/chilcot-report-crushing-verdict-tony-blair-iraq-war . .

The face of an attorney general (Loretta Lynch) who is most uncomfortable with the "script" she was forced to read by those behind the veil, exonerating Teflon Sue (Hillary Clinton) even though she is guilty of violating 793(f) of the federal penal code (Title 18). With lawful access to highly classified information, Hillary Clinton acted with gross negligence in removing and causing it to be removed it from its proper place of custody, and she transmitted it and caused it to be transmitted to others not authorized to have it, in patent violation of her trust. Related reading - https://www.law.cornell.edu/uscode/text/18/793 .

Back when, the 2-stroke Detroit Diesel was certainly the most popular engine in Australia.

What rears and suspension did your father order?

She lied to the American government and its people Clinton email claims collapse under FBI probe Associated Press / July 5, 2016 Key assertions by Hillary Clinton in defense of her email practices have collapsed under FBI scrutiny. The FBI's yearlong investigation found that Hillary Clinton did not, as she claimed, turn over all her work-related messages for release. It found that Clinton’s private email server DID carry classified emails, also contrary to her past statements. And the FBI made clear that Clinton used many devices to send and receive email despite her statements that she set up her email system so that she only needed to carry one. FBI Director James Comey's announcement Tuesday that he will not refer criminal charges to the Justice Department against Clinton spared her from prosecution and a devastating political predicament. But the FBI’s investigation left much of Clinton’s account in tatters and may have aggravated questions of trust swirling around her Democratic presidential candidacy. A look at Clinton's claims since questions about her email practices as secretary of state surfaced and how they compare with facts established in the FBI probe: CLINTON: "I did not email any classified material to anyone on my email. There is no classified material." News conference, March 2015. THE FACTS (as we’re told): Actually, the FBI identified at least 113 emails that passed through Clinton's server and contained materials that were classified at the time they were sent, including some that were Top Secret and referred to a highly classified special access program, Comey said. Most of those emails - 110 of them - were included among 30,000 emails that Clinton returned to the State Department around the time her use of a private email server was discovered. The three others were recovered from a forensic analysis of Clinton's server. "Any reasonable person in Secretary Clinton's position or in the position of those with whom she was corresponding about the matters should have known that an unclassified system was no place for that conversation," Comey said. Clinton and her aides "were extremely careless in their handling of very sensitive, highly classified information," he said. --- CLINTON: "I never received nor sent any material that was marked classified." NBC interview, July 2016. THE FACTS: Clinton has separately clung to her rationale that there were no classification markings on her emails that would have warned her and others not to transmit the sensitive material. But the private system did, in fact, handle emails that bore markings indicating they contained classified information, Comey said. He said the marked emails were "a very small number." But that's not the only standard for judging how officials handle sensitive material, he added. "Even if information is not marked classified in an email, participants who know, or should know, that the subject matter is classified are still obligated to protect it." --- CLINTON: "I responded right away and provided all my emails that could possibly be work related" to the State Department. News conference, March 2015. THE FACTS: Not so, the FBI found. Comey said that when his forensic team examined Clinton's server it found there were "several thousand work-related emails that were not in the group of 30,000" that had been returned by Clinton to the State Department. --- CLINTON: "I thought it would be easier to carry just one device for my work and for personal emails instead of two." News conference, March 2015. THE FACTS: This reasoning for using private email both for public business and private correspondence didn't hold up in the investigation. Clinton "used numerous mobile devices to view and send email" using her personal account, Comey said. He also said Clinton had used different servers. --- CLINTON: "It was on property guarded by the Secret Service, and there were no security breaches. ... The use of that server, which started with my husband, certainly proved to be effective and secure." News conference, March 2015. CLINTON campaign website: "There is no evidence there was ever a breach." THE FACTS: The campaign website claimed "no evidence" of a breach, a less categorical statement than Clinton herself made last year, when she said there was no breach. The FBI did not uncover a breach but made clear that that possibility cannot be ruled out. "We assess it is possible that hostile actors gained access to Secretary Clinton's personal email account," Comey said. He said evidence would be hard to find because hackers are sophisticated and can cover their tracks. Comey said his investigators learned that Clinton's security lapses included using "her personal email extensively while outside the United States, including sending and receiving work-related emails in the territory of sophisticated adversaries." Comey also noted that hackers breached the email accounts of several outsiders who messaged with Clinton. Comey did not mention names, but a Romanian hacker who called himself Guccifer accessed and later leaked emails from Sidney Blumenthal, an outside adviser to Clinton who regularly communicated with her. --- CLINTON: "I opted for convenience to use my personal email account, which was allowed by the State Department." News conference, March 2015. THE FACTS: Comey did not address Clinton's reason for using a private server instead of a government one, but he highlighted the perils in routing sensitive information through a home server. The FBI found that Clinton's personal server was "not even supported by full-time security staff like those found at agencies and departments of the United States government or even with a commercial email service like Gmail," the director said. A May 2016 audit by the State Department inspector general found there was no evidence Clinton sought or received approval to operate a private server, and that she "had an obligation to discuss using her personal email account to conduct official business with their offices." Courts have frowned on such a practice. In an unrelated case, the U.S. Court of Appeals for the District of Columbia Circuit ruled Tuesday that the purpose of public records law is "hardly served" when a department head "can deprive the citizens of their right to know what his department is up to" by maintaining emails on a private system. . ----------------------------------------------------------------------------------------------- And yet................ No charges for Clinton, FBI says Associated Press / July 5, 2016 The FBI lifted a major legal threat to Hillary Clinton's presidential campaign Tuesday, recommending no criminal charges for her handling of highly classified material in a private email account. But Director James Comey's scathing criticism of her "extremely careless" behavior revitalized Republican attacks and guaranteed the issue will continue to dog her [a slap on the wrist]. Comey's announcement effectively removed any possibility of criminal prosecution arising from Clinton's email practices as President Barack Obama's secretary of state. Attorney General Loretta Lynch said last week that she intended to accept the recommendations of the FBI and of career prosecutors. But the FBI director's blistering televised statement [a carefully written script for the masses] excoriated her handling of national secrets, contradicted her past explanations about her emails and ensured she will remain on the defensive about voters' views of her trustworthiness and judgment. GOP presidential candidate Donald Trump said the statement provided more evidence against "Crooked Hillary" and showed anew that "the system is rigged." Republican House Speaker Paul Ryan said the decision not to prosecute simply defied explanation. The findings concluded a yearlong FBI investigation into whether Clinton mishandled classified information, either intentionally or through gross negligence. Investigators who pored over tens of thousands of emails found no proof that Clinton or her aides intended to break laws governing the handling of classified information, Comey said. But he said, "There is evidence that they were extremely careless in their handling of very sensitive, highly classified information." The statement was extraordinary, with Comey revealing his recommendation on live television from FBI headquarters rather than privately to Justice Department prosecutors, as is normally the case. Comey said he'd shared the FBI's findings with no one before his announcement, which came just hours before Clinton traveled to North Carolina with Obama on Air Force One to campaign with him for the first time this year. The announcement came three days after the FBI interviewed Clinton in a final step of its yearlong investigation. Comey directly contradicted many of Clinton's past explanations in the case, including her assertion that she'd turned over all her emails and that she had never sent or received any that were classified at the time. The FBI chief said that in the course of the investigation, 113 emails were determined to contain classified information at the time they were sent or received. He also found that "several thousand work-related emails" were not among the group of 30,000 Clinton turned over in 2014. And he raised the possibility that people hostile to the U.S. had gained access to her personal email account. "There is evidence to support a conclusion that any reasonable person in Secretary Clinton's position ... should have known that an unclassified system was no place" for sensitive conversations, Comey said. Yet after criticizing Clinton, her aides and the State Department for their actions, he said that after looking at similar circumstances in past inquiries, the FBI believed that "no reasonable prosecutor would bring such a case." "No charges are appropriate in this case," said Comey, who began a 10-year term as FBI director in 2013, meaning he would presumably remain if Clinton is elected president. House Speaker Paul Ryan said the decision defied explanation, adding, "No one should be above the law." The staff member who set up the server, Bryan Pagliano, was granted limited immunity from prosecution by the Justice Department and also agreed to speak with prosecutors. Lynch said Friday that she would accept whatever findings and recommendations were presented to her. Though she said she had already settled on that process, her statement came days after an impromptu meeting with former President Bill Clinton on her airplane in Phoenix that she acknowledged had led to questions about the neutrality of the investigation. .

KrAZ Trucks / July 1, 2016 At the annual Rapid Trident-2016 military exercises, held from June 27 to July 8 at the Yavorov training area in Lvov Oblast since 2006 as part of Partnership for Peace military cooperation program, the KrAZ “Spartan” armored vehicles made a strong impression. Rapid Trident-2016 exercise participants include the ground forces of the United States, Ukraine, armies of NATO country-members and Partnership for Peace members. Over 200 military vehicles including KrAZ-Spartan armored vehicles are used in these exercises. Old campaigners of Air Landing Troops fought hybrid war against cadets during tactical exercises covered in military TV program of Ukraine . Ukrainian enlisted man and Spartan driver Vyacheslav Shpak said these armored vehicles had participated in assault of Donetsk airport and seizure of Butovka mine. He emphasized that no Spartan was rendered inoperative in combat and their crews remained safe and sound. He praised the easy maneuverability and comfort of the vehicles. The KrAZ-Spartan, based on a Ford F-550 chassis equipped with a 6.7-liter Powerstroke diesel engine and 5R110 5-speed TorqShift automatic transmission, has proven to be a reliable high-performer in numerous combat operations with U.S. and NATO armies in Middle East and Africa countries. The all-wheel-drive Spartan has a top speed of 110 km/hr and cruising range of 800 km. It can negotiate side slopes up to 35%, grades up to 60 % and ford water up to 1.2m in depth. Related reading: http://www.military-today.com/apc/kraz_spartan.htm http://www.armored-cars.com/newsite/index.php/vehicles/armored-personnel-carriers-mraps/item/14-spartan-armored-personnel-carrier .

Second double-podium in a row for Ford GT as Ford Chip Ganassi Racing Finishes p1-2 at Sahlen's Six Hours of The Glen Ford Chip Ganassi Racing went p1-2 at the Sahlen’s Six Hours of The Glen after finishing the Le Mans 24 p1, p3 Richard Westbrook drove the eventual winner to a track-record crushing pole, the first IMSA pole for Ford GT, on Saturday WATKINS GLEN, N.Y., July 3, 2016 – The Ford GT is on a winning streak. Ford Chip Ganassi Racing earned its second double-podium in a row as the No. 67 Ford GT duo of Richard Westbrook and Ryan Briscoe cruised to victory lane for the second time together, this time at the Sahlen’s Six Hours of The Glen, while teammates Joey Hand and Dirk Müller backed up their win at the Le Mans 24 Hours with a runner-up finish. Westbrook, who handled all driving duties Friday and Saturday while Briscoe went home for the surprise birth of daughter Blake James, put the No. 67 on pole with a track-record crushing 1:41.301, then, incredibly, set that bar even higher on race day. “It’s just such a good period for us at the moment,” Westbrook said. “Confidence is so high. It’s just a pleasure going to work every day in this Ford camp. It’s just been an amazing 30 days especially, really. First the Le Mans 24 Hours and now this. It was a great race out there. We had a really great battle with the BMW for most of the race. At one point, I thought we didn’t have enough for them, but at the end, we just seemed that little bit stronger. It was a really good race. A good race to be part of. I’m really happy for my teammate that he actually made it to the track and he has a nice trophy to bring home to his girls.” Westbrook and Briscoe earned Ford GT’s first win at Laguna Seca. Then they stood on the podium at p3 while teammates Hand, Müller and Sébastien Bourdais won on the 50th anniversary of Ford’s fabled 1-2-3 finish at the Le Mans 24 Hours in June. Now they’re back on the podium after Westbrook earned the team’s first IMSA pole in GTLM. “It’s really good to be back here at Watkins Glen,” Briscoe said. “Obviously it was a really busy weekend of driving on the freeways back and forth to Connecticut from Watkins Glen, but it’s been exciting and it’s been fun. It was really strange not being here at the track. I was on the phone a lot with Richard and our engineer and Richard was on fire. He led two practice sessions and got the pole. So I’m coming in last night, and I was kind of nervous. I thought ‘I don’t want to step in here and let the team down.’ I’m glad we got the win and it’s all worked out well. I’ll be hitting the road as soon as I leave the track to go back to the hospital and see my girls. Thanks to the team and for Richard for sticking it out for me while I was gone. It’s been awesome being in the car today. It handled really well. It’s nice to lead some laps and get the win.” The move of the race for the No. 66 happened in the closing moments, when Hand passed the BMW the team had been dueling with around the outside for p2. “Clearly we have a little roll going here,” Hand said. “(Briscoe and Westbrook) won at Laguna Seca, we both had fast cars there, then we went to the Le Mans 24 Hours and had a great run there and ended up first and third between these two cars. This Ford Chip Ganassi Racing team, we’re hitting our stride. We got along really well from the beginning, but I think with the whole team, everyone is just flowing really good and we’re getting great support from our partners like Michelin and Castrol and IHG Rewards Club. There’s just a lot of good mojo. This is when it’s great to drive for a race team like this. They figure things out. We struggled on the No. 66 car. We thought we broke something. We struggled during qualifying. Even during the race, something didn’t feel right. There was so much rubber on the race track. It took a bunch of rubber to make the car feel normal, but after that…we had one bad pit stop that put us back to eighth and it was a dog fight to get back from that. The car was good. I was able to get through. We had some great racing. This IMSA WeatherTech SportsCar Championship right now, in GTLM, is pretty awesome. We have some great cars. It’s cool for the fans.” Like Hand, Müller credited the team for fixing an issue they dealt with early on in time for the race. “I love every single second in the car,” Müller said. “The car was awesome. We had a little issue with the car yesterday and we found it, so thanks to the team. Ford Chip Ganassi did a great job with the car. It was really, really fast.” Photo Gallery - https://media.ford.com/content/fordmedia/fna/us/en/news/2016/07/05/second-double-podium-in-a-row-for-ford-gt-as-ford-chip-ganassi-r.html

F-150 Raptor Terrain Modes: “Where We're Going, We Don't Need Roads” Ford Motor Company Press Release / June 5, 2016 The all-new Ford F-150 Raptor features six terrain modes designed to handle the most demanding terrains. From off-road rock crawling and desert running to on-road sport mode, Raptor is ready for any type of driving. Here’s a breakdown of each mode. Normal For everyday on-road driving duties, normal mode is a perfect balance of excitement, comfort and convenience. Sport Mountain passes are no longer just for Mustang, thanks to Raptor sport mode. For spirited on-road driving, sport mode increases throttle response and provides a sportier steering feel – along with quicker shifting. The transmission holds gears longer to keep you in the power band. Weather When road conditions are less than ideal, weather mode inspires confidence without compromising driving pleasure. Snow/wet mode automatically engages 4 Auto. AdvanceTrac, throttle response and the shift schedule are optimized for greater confidence in slippery conditions. Mud/Sand For tackling trails and other off-road treks, the mud/sand setting is your best friend. 4 High and the electronic locking differential automatically engage for driving over loose or soft ground, and optimized AdvanceTrac settings help Raptor keep its footing. Steering is set to comfort, which makes it easier to navigate along tight trails and over obstacles. Baja Baja mode is where Raptor eclipses the competition. Designed for high-speed desert running, Baja mode places the vehicle in 4 High, AdvanceTrac is programmed to the least intrusive settings, and the throttle map is adjusted for more linear power and improved engine response to give the hardcore off-road driver greater control. The transmission has quicker shifts and holds gears longer – keeping the vehicle in its power band. Rock Crawl This setting is for intense off-road driving and rock climbing at low speeds. Rock crawl prompts the driver to place the vehicle in 4 Low, the electronic locking differential is automatically engaged and AdvanceTrac is set to the least intrusive settings for optimum rock-climbing ability. Throttle modulation and transmission response are optimized for greater control. Additionally, the front camera allows the driver to see what’s right in front of the truck, and it can be kept on at speeds up to 15 mph. Along with the individual AdvanceTrac settings tied to drive modes, Raptor continues the Ford Performance tradition of allowing the driver to program the system’s settings to match conditions and skill level. The driver can reduce traction control but keep stability control on with a single press of the electronic stability control button; or, by holding the button for five seconds, the driver can turn AdvanceTrac settings off. .

Want free government money towards upgrading to a new truck? Your ship is coming in.

Heavy Duty Trucking / July 5, 2016 Part of Volkswagen AG’s recent settlement with the Federal Trade Commission over its emissions-cheating scandal will be used to fund diesel emissions-reduction efforts in the heavy-duty truck industry. Announced last week, Volkswagen has agreed to pay up to $15.3 billion in a settlement with regulators requiring the automaker to buy back vehicles and set aside funding for cleaner technologies. The company is setting aside 2.7 billion as an environmental remediation fund. The emissions-reduction funding will be used to incentivize replacing older heavy-duty diesel vehicles with newer, cleaner-operating replacements, similar to the EPA’s current Diesel Emissions Reduction Act (DERA) program. The Diesel Technology Forum said that as of the end of 2015, only a quarter of all commercial vehicles are of the newest generation of clean diesel technology vehicles, produced after 2010. The technologies included in vehicles after 2010 were designed to create fewer harmful emissions and replacing older vehicles is the fastest way to significantly reduce emissions, according to DTF. “Accelerating the turnover to the new technology clean diesel engines will achieve substantial NOx reductions,” said Allen Schaeffer, executive director of DTF. “Significant air quality benefits will accrue to communities across the country if more of these older commercial vehicles are replaced with new or newer diesel engines.” While the DERA program has provided funding in the hundreds of millions of dollars since 2008, the money from VW’s settlement would represent a significant boost to efforts to replace older, polluting vehicles. In a recent report, EPA found the DERA had eliminated 335,000 tonnes of NOx emissions since it began. “The DERA program has a proven record of successfully modernizing and upgrading older vehicles engines and equipment in communities across the country,” said Schaeffer. “Consumers will continue to find the new generation of clean diesel cars, trucks and SUVs a competitive choice to meet their personal transportation needs, and clean diesel technology is a key strategy to achieving current and future energy and climate goals.”

Sean Kilcarr, Fleet Owner / June 5, 2016 COO & executive VP: William “Billy” Hupp Company: Estes Express Lines Operation: National LTL carrier with a fleet of 6,819 power units and some 25,707 trailers PROBLEM: William “Billy” Hupp will tell you he followed the old-school trucking pathway of industry advancement—by starting out in an Estes maintenance shop. He worked alongside Robey “Rob” W. Estes Jr., who went on to become the LTL carrier’s president in 1987 and who remains in that position today. The company was founded back in 1931 by W.W. Estes, Hupp’s grandfather. That shop floor experience came in handy for Hupp when he found himself confronted with the issue of replacement parts for some of Estes’ older tractors a few years back. A minor fender bender had left a vehicle in need of a new hood, so one of Estes’ technicians went online and found a perfect replacement for $1,500. Yet that replacement hood turned out to have an interesting history: It actually came from a tractor Estes had previously sold into the used-truck market. Paying money for parts that came from the fleet’s own trucks rankled Hupp a bit but fostered an exploration of how to extract the best value from the company’s older equipment. “The trade-in value is always fluctuating on the used market,” he explains. There had to be a way for Estes to get its money’s worth out of its older units. SOLUTION: The solution has proved to be simple yet more than a little unusual: an in-house “chop shop” staffed with Estes technicians who expertly strip down older trucks destined to be cycled out of the fleet for a range of spare parts. Some of those parts, however, are also marked for sale, as Estes found that often the individual pieces of a truck can be worth more than a whole unit put together, Hupp said. “We keep some of the parts and sell some of them, especially the engine blocks, on eBay” as well as via other online marketplaces, he noted. The program was so successful that Estes now operates two internal “chop shops” that also do double-duty configuring glider kits into tractors for its pickup and delivery (P&D) operations, Hupp adds. “We do about 200 glider kits a year; it helps us put good trucks into our P&D service,” he explains. Hupp points out that exploring new approaches to old problems is one of the ways Estes has managed to stay profitable as it’s grown from $100 million in revenue back in 1991, to $1 billion in 2004, and to over $2.28 billion last year. “A lot of things are out of our control in this business; the only good thing is that our competition has the same challenges we do,” he says. “We remain family-owned, and we plow a lot of that money back into the company. And LTL service is still our bread and butter, our ‘mother ship.’ It still pays the bills.”

(This historic Mack Trucks sales marketing film deserves its own thread)