kscarbel2

Nice tractor...........Case 130. It's an earlier version, before they squared off the rear fenders and integrated the seat.

Low-vis lube brings modest fuel saving for modest investment Today’s Trucking / June 28, 2016 Class 8 over-the-road fleets can realistically expect fuel savings from low-viscosity oils, states a new report from Trucking Efficiency, an initiative under the North American Council for Freight Efficiency. Fleets can expect fuel savings in the range of 0.5% - 1.5% by switching from 15W-40 to 5W/10W-30 engine oil, either CJ-4 or CK-4, the report found. The savings from switching to the fuel-efficient FA-4 variant, available after December 2016, can be expected to add a further 0.4–0.7% of increased fuel efficiency. Fuel costs faced by the trucking industry have been extremely volatile over the past decade, so the report is designed to give an unbiased perspective of engine oil impact in an environment where fleets have more oil choices than ever before. “While these efficiency gains are modest relative to some other technologies, this is one of the rare instances where an efficiency technology can be implemented across the entire fleet very quickly, does not require an upfront investment, and does not require any changes in operation or maintenance practices,” state the authors of the June 28 report. Since 2003, fleets have invested in lower-viscosity lubricants with adoption rates for engine oils reaching 40% among the largest, most efficiency-conscious fleets. However, adoption rates are much lower in the industry as a whole at 20%, the report states. A switch to lower-viscosity oil may also allow a fleet to consider an extended drain interval, which can help offset price premium. The report also found that within the same viscosity grade, the base stock, whether mineral, synthetic, or a blend, does not directly affect fuel consumption. All major North American engine OEMs have approved 5W/10W-30 engine oil for over-the-road applications, the study’s authors state. DECISION GUIDE FOR LOW-VISCOSITY LUBRICANTS: DESCRIPTION OF FLEET AT PRESENT SUGGESTED FLEET ACTION Using 15W-40 mineral-based oil Check with engine OEM(s) for approved 5W/10W-30 oil & work with oil supplier to find acceptable ROI assuming 0.5% fuel savings. Using 15W-40 synthetic or synthetic-blend oil Check with engine OEM(s) for approved 5W/10W-30 oil and switch. Fleet should see no significant cost increase. Single-sourced engine OEM fleet using 5W/10W-30 oil Work with engine OEM and oil supplier to accelerate backward compatibility of FA-4 to their application. Multi-sourced engine OEM fleet using 5W/10W-30 oil Consider isolating any FA-4 approved vehicles to a location where implementation of FA-4 oil could be practical.

Volvo Trucks D13 engine with turbo compounding improves fuel efficiency up to 6.5% and delivers more torque Green Car Congress / June 28, 2016 Volvo Trucks North America is adding a turbo compounding option for the Volvo D13 engine. By converting wasted heat energy, the 13-liter D13 with turbo compounding improves fuel efficiency by up to 6.5 percent%, while also delivering up to 100 extra lb-ft of torque for improved performance. Turbo compounding increases fuel efficiency by converting wasted heat energy from the exhaust into useable mechanical energy that is returned as extra torque to the crankshaft of the engine. This additional torque allows the Volvo D13 with turbo compounding to improve performance and efficiency at the same time. The Volvo D13 with turbo compounding will be available in two HP ratings— 425 and 455— in combination with three torque management packages—XE-Economy, XE-High-Torque and XE-Adaptive Gearing— giving customers flexibility to achieve improved fuel efficiency. The D13 with turbo compounding optimizes fuel efficiency for steady state, long-haul applications where downspeeding drivelines thrive. In addition to turbo compounding, several other improvements were made to the D13 engine to boost efficiency, improve serviceability, reduce noise, and vibration. New shimless rockers reduce maintenance time for valve adjustments, while a proven common rail fuel system helps cut noise and vibration in the cab. The engine also features a new wave piston design to help improve combustion efficiency through a higher compression ratio and improved flame propagation resulting in lower soot output. The Volvo D13 with turbo compounding will be available in mid-2017 as an option on Volvo sleeper models spec’d for long haul applications.

Excess inventory a concern, but truck market remains strong: Volvo Truck News / June 28, 2016 Sluggish order activity and high dealer inventories are plaguing Volvo and other truck makers this year, but Volvo continues to project North American Class 8 truck sales to come in at around 250,000 units. Not a bad year, though it may feel that way on the heels of 2015, which was nearly a record year for Class 8 truck sales. That was the message from Magnus Koeck, vice-president of marketing and brand management at Volvo Trucks North America, who spoke to the truck press this morning before offering the first drives of trucks with Volvo’s 2017 powertrain. Koeck said an inflated inventory-to-sales ratio across the general economy is slowing freight growth and having an adverse effect on truck manufacturers, who were pumping out trucks to meet last year’s strong demand. “We are experiencing high inventory levels at dealers,” Koeck said. “Everyone is facing the same challenge and it will, of course, be tough to get the market going when we have so much inventory at the dealers.” Koeck said demand for new trucks fell sharply last June and OEMs struggled to curtail production quickly enough to prevent an inventory build-up. “That’s where we are today,” he said. “It is high levels and will continue to be high levels definitely into the third quarter. We anticipate it to fall down a little bit in the fourth quarter.” Volvo is projecting US manufacturing activity to remain flat, while construction spending increases. It also anticipates oil will remain at about $50 per barrel and diesel prices at about US$2.27 per gallon for the remainder of 2016. As a result, Koeck said, demand for vocational trucks is now growing relative to longhaul tractors. Last year, linehaul tractors accounted for about half of Class 8 trucks sold into the US market but this year that has decreased to 43% while vocational truck demand has increased. The regional haul market is also expected to grow relative to linehaul. Koeck said Volvo is carefully monitoring shifting trade patterns that may result from the recent expansion of the Panama Canal, which could funnel more containerized freight through the Eastern Seaboard. Volvo continues to make gains in pushing its integrated powertrain. Koeck said 94.5% of Volvo trucks now carry Volvo engines and 88.8% are ordered with the I-Shift automated manual transmission. “In five years, we won’t see manuals anymore,” Koeck predicted, noting the addition of low-speed crawler gears to the I-Shift opens it up to a whole new set of vocational applications. The new I-Shift with crawler gears and 2017 engine with enhancements to offer greater fuel economy were demonstrated to the trade press – and more than 100 customers – this week. Trucknews.com will have a review of the new powertrain and I-Shift with crawler gears later this week.

Long haul share shrinks, automation grows: Volvo Today’s Trucking / June 28, 2016 Volvo Trucks North America sees long haulers accounting for a shrinking portion of the truck market, as the industry responds to pressures including a driver shortage and recent upgrades to the Panama Canal. Magnus Koeck, vice president – marketing and brand management, says that share has dropped to about 43% of the marketplace compared to 50% last year. In contrast, regional haulers account for about 35% of the market as more freight is regionalized, he said during a briefing for industry media, adding the impact will be “proportionally a little larger” in the U.S. than Canada. The recently opened $5.4-billion upgrade to the canal will also allow the passage of neo-Panamax ships, which can carry 14,000 containers at a time. Many U.S. ports along the east coast of the U.S. are already expanding to accommodate them. It isn’t the only shift he expects. Koeck also said that manual transmissions will completely give way to automation in just five years. Volvo has certainly seen a widespread adoption of its I-Shift Automated Manual Transmission, which is now spec’d in 88.8% of its trucks. While vehicle dynamics are changing, the North American market itself continues to struggle when compared to the near-record sales of 2015. Volvo expects 250,000 Class 8 trucks to be sold this year. Blame factors including large inventories at dealerships, created when manufacturers continued to produce high volumes of equipment even as the market began to slump. “It will be tough to get the market going when we have so much inventory at the dealers,” he said. Low diesel prices, meanwhile, continue to slow the acceptance of natural gas as a vehicle fuel, he added, noting how it is now powering about 2% of trucks. Construction-related business continues to increase, though, and recent upgrades to the Volvo powertrain will be positioned to take advantage of that. “We’re really targeting opportunities for Volvo to grow in the vocational marketplace,” said Wade Long, director – product marketing. “We’re bringing in fuel-efficiency for a market that was just focused on getting to the top of the hill first.” New versions of the I-Shift transmissions that come with crawler gears, for example, will open the spec’ing option to heavy haulers who pull up to 220,000 pounds. The ability to move at as little as 0.6 miles per hour also allows the transmission to be used to support tasks such as pouring curbs. Orders for the crawler gears are accepted now, while production begins in October. Production of upgraded D11 and D16 engines begins in January, while a D13 with turbo compounding begins production in mid-2017.

Heavy Duty Trucking / June 28, 2016 f the U.S. Interstate Highway system is to continue to provide reliable and safe transportation for Americans, a major long-term funding commitment will be required, according to a new report by the transportation research group TRIP. It has been nearly 60 years since President Eisenhower signed the Federal-Aid Highway Act, which led to an expansion of the U.S. road system, bringing the nation’s Interstate Highway System into existence. As roads age and become increasingly congested, they are in need of modernizing, and TRIP is urging the government to consider a more significant, long-term funding plan to bring the road system into the 21st century. “The interstate highways gave the United States incredible gains in mobility of personal travel and cargo shipments as new segments opened in state after state,” said Bud Wright, executive director of the American Association of State Highway and Transportation Officials. "However, we must face the facts of where we are today.” Highway congestion is increasing every year. Today, more than two out of every five miles of highway are congested, according to TRIP. The recently signed FAST Act will provide $305 billion in funding over the next five years, boosting highway funding by 15% over previous levels. The commitment may only be a step in the right direction, according to TRIP, which says that the funding falls far short of the level needed to improve conditions and meet the nation’s mobility needs. The current backlog of needed improvements for the Interstate Highway system is estimated to be $189 billion, according to the Department of Transportation. The backlog includes $59 billion to improve pavement conditions, $30 billion to improve bridges and $100 billion for system expansion and enhancement. Current annual spending levels are estimated to be around $20 billion, but the U.S. DOT estimates that $33 billion is needed annually to complete repairs and improvements needed to maintain the system and relieve traffic congestion. “State departments of transportation are struggling to maintain their portions of this critical national network while demand keeps growing, even when many states have substantially increased their highway funding,” said Wright. "As a nation, we must ask ourselves if we are taking care of that asset and increasing its value and the economic payoff it delivers, or if we are letting it languish and lose value." To read TRIP's full report and recommendations, click here.

Fleet Owner / June 28, 2016 According to a U.S. Energy Information Administration (EIA) Today in Energy report, new proposed fuel standards would reduce diesel consumption in medium- and heavy-duty vehicles. The proposed Phase 2 standards, which would take effect in model year 2021 and then increase in severity through 2027, are projected to reduce diesel consumption by 0.5 million barrels of oil equivalent per day by 2040, EIA said. The report breaks down how heavy-duty pickups and vans, vocational vehicles, and combination tractors will be affected by the new standards. It goes on to say that by 2040 the average fuel economy of all medium- and heavy-duty vehicles, which accounted for nearly 20% of U.S. transportation energy consumption in 2015, would reach 10.6 miles per gallon equivalent, representing a 33% improvement. “Small changes in fuel economy measured in terms of miles per gallon at the lower end of the range can have outsized effects,” EIA said. “For instance, switching from an 8-mpg vehicle to a 10-mpg vehicle provides a fuel consumption savings of 0.025 gallons per mile of travel – the difference between 0.125 gallons used to travel a mile in the 8-mpg vehicle and 0.1 gallons used by the 10-mpg vehicle to travel the same distance … This illustrates how seemingly small changes in fuel economy for larger trucks can save a significant amount of fuel.” .

Fleet Owner / June 28, 2016 Latest Confidence Report highlights fuel economy savings and potentially longer drain intervals of low-viscosity engine oil blends. The latest Confidence Report issued by the North American Council for Freight Efficiency (NACFE) indicates that Class 8 tractors can gain anywhere from 0.5% to 1.5% in fuel economy when switching from 15W-40 oils to current CJ-4 5W-30 or 10W-30 blends or to CK-4 5W-30 and 10W-30 blends derived from the new PC-11 classification, which will be available in December this year. NACFE’s researchers also found a further 0.4% to 0.7% gain in fuel economy on top of that 0.5% to 1.5% improvement can be obtained by switching to the new FA-4 low viscosity PC-11 variant, though the backward compatibility of that oil remains a major unknown, according to Mike Roeth, the group’s executive director. “Fleets don’t want two oils in their systems: we heard that loud and clear in our interviews,” he explained in a conference call with reporters. “So we hope to see work go on to approve these oils as far backward as possible.” He added that it “feels like we’ve got a tipping point here” in terms of getting the trucking industry to switch to lower viscosity oils, even the new FA-4 grade despite that backward compatibility issue. “The old axiom that heavier oils will protect my engine better is falling apart now,” Roeth said. “I went in with assumption that FA-4 would not backward compatible. But as we start testing older engines with the newer [FA-4] oils, it may be. I expect there to be a growing amount of test data on this.” In engineering terms, the reports primary author Yunsu Park noted that “viscosity” is defined as a measure of a fluid’s internal resistance to flow. Thus within a truck’s engine, mechanical losses from pumping and friction consume approximately 16% of the total energy input to the vehicle. Using lower-viscosity oil, then, will reduce such engine mechanical losses – thereby reducing fuel use. Though NACFE is recommending that fleets use the low-end of the fuel economy scale in its report – 0.5% – to conduct payback analysis regarding a switch to low-viscosity blends, Roeth noted that “a half percent fuel economy at $2 or $3 per gallon [diesel] fuel is still hundreds of dollars in savings per truck per year.” NACFE noted several other factors that need to be weighed if fleets contemplate switching to low-viscosity engine oils: For fleets using non-synthetic 15W-40 oils there is a cost entailed in switching to low-viscosity engine oil, largely due to the fact that much of the 15W-40 oil found on the market today is mineral-based; At the retail level, a switch from mineral-based oils to synthetic blends typically increases cost by 30% to 40%, even within the same brand family. Therefore, a higher price for engine oil will increase maintenance costs over the lifetime of the switch. Yet NACFE’s research also found switching to lower-viscosity oil may allow a fleet to consider an extended drain interval, which can help offset that price premium. Although the ability to extend drain intervals varies greatly by various factors such as duty cycle, one fleet that this study team interviewed extended its drain interval by 20,000 miles by switching to lower-viscosity oil. “In grand scheme of things, in terms of fuel savings, 0.5% not a very high number,” noted Park during the conference call. “But [the switch] is very basic and is implemented easily: no real change to maintenance practices is required and there is no added weight or extra components to the truck. Even assuming just 0.5% benefit, get a decent return on that investment. Assuming [a fleet is] getting enough miles on [its] trucks, this is one that fleets should certainly adopt.”

Fleet Owner / May 28, 2016 Near the beginning of the 20th century, there were two things that most Americans could count on: mail delivery from the U.S. Postal Service, and a weekly visit from the milkman. Back before we had modern refrigeration systems, we had the milkman, who would bring fresh milk to our doorstep when we needed it. And to get that milk to our doors required specialized transportation – the milk truck. Recently, there was a gathering of some of those old milk trucks in Springfield, IL, as part of the DIVCO Club of America’s 25th anniversary convention. According to an article in the State Journal-Register, the vehicles on display covered most decades, from the 1920s through 1986. The article noted that the DIV CO-produced milk truck was second longest produced vehicle in the U.S., behind only the iconic Volkswagen Beetle. “They were kind of a unique-looking delivery truck, snub-nosed with a rounded front end like a Volkswagen Beetle,” Ken Lego, past president of the DIVCO Club, told the paper. “A lot of dairies, bakeries, laundry companies and diaper services used them. They were a pretty handy truck to use for deliveries to homes because you could stand up and drive them besides sitting down.” So, while we are all no doubt familiar with the milk truck, I found the history of the DIVCO company and how the trucks actually came about quite interesting. According to the DIVCO Club of America website, George Bacon, who was chief engineer for the Detroit Electric Vehicle Co. in 1922, developed a concept milk truck that allowed the driver to operate it from either side of the cab, from the front, or the back of the vehicle. However, because George’s concept featured a gasoline engine, his employer was not excited, so he and some other investors left to form the Detroit Industrial Vehicle Co. (DIVCO). After testing the company produced its first production vehicle in 1926. The DIVCO website explains the first vehicle this way: “This went onto the market in 1926 as the ‘Divco’, powered by a 4-cylinder Continental engine with Warner 4-speed transmission. The first 25 Divcos were forward-control vans with a front-hinged door through which the driver could step ahead of the axle. Control from the running boards was also possible. But development of such a specialized ‘Multi-Stop’ vehicle was expensive. Among unexpected expenses were the design of heavier brakes, clutch and generating systems than most vehicles of the time required. New capitol was needed, and the company was reorganized in 1927 as the Divco Detroit Corporation.” The company added more models over the years, including the 1929 Model G, which featured a short hood and van or open-sided body. A short time later, the Model H, with a drop frame for a walk-through aisle, was added. During the depression, the company suffered financially and Divco Detroit was purchased by Continental Motors and renamed Continental-Divco Corp. in 1932. More models followed, including the 1933 Twin Coach. Another change to the business occurred in 1936, resulting in the company merging with Twin Coach Co. of Kent, OH, before finally ending up with the name Divco Corp. following World War II. The final, most recognizable Divco model can in 1939. Here’s how the Divco Club’s website describes that model: “In 1937 the Divco was completely redesigned with a welded all-steel van body and a snub-nosed hood which was used with virtually no change up to the end of production. A huge new plant was built on Hoover Road near Detroit to manufacture the first snub-noses which appeared in service in 1939. The doors were of the folding, semi-automatic type, and the power unit was still a 4-cylinder Continental. In 1940 the first insulated and refrigerated unit was built. But production was stopped so the plant could be used for war materials during WWII. After the war, the 1946 Divcos were basically similar to pre-war, and came in two wheelbases, the 100-3/4 inch Model UM and 127 inch model ULM. GVW were 9000 and 12,000 lbs. and engines were 4- and 6-cylinder Continentals.” Early models of the milk truck featured packed ice to keep the milk cold and it wasn’t until 1954 that refrigeration vans were offered as a regular production option. Because of the longevity of the vehicles, though, many milkmen continued to pack their products on ice. The final Divco model arrived in 1986. .

Caterpillar settles engine lawsuit for $60M to ACERT owners Commercial Carrier Journal (CCJ) / June 28, 2016 A settlement has been reached in the class-action lawsuit that alleged Caterpillar’s 2007-2010 year model ACERT C13 and C15 engines were defective, driving up costs for owners and driving down resale value. Cat’s ACERT engines were introduced as the company’s alternative to exhaust-gas recirculation (EGR) to meet 2004 emissions standards. The company’s Caterpillar Regeneration System (CRS), which consisted of a diesel particulate filter, aftertreatment regeneration device and an electronic control module, allegedly caused the engines to lose horsepower and shut down, requiring Caterpillar to repair the engines, according to the lawsuits. The lawsuits also alleged Caterpillar knew about the problems. The $60 million settlement offers payments to current and former owners and lessees of trucks with the engines. Settlement payments can range from $500 to $10,000. Settlement class members who experienced no CRS repairs are eligible to receive $500 for each engine. Those who experienced between one and five CRS-related repairs are eligible to receive $5,000 per engine. Anyone who had six or more CRS-related repairs done to one of these engines is eligible for $10,000. Additionally, anyone who dealt with at least one CRS-related repair has the option to seek to claim losses up to a maximum of $15,000. If this route is chosen, the class member can’t claim from the settlement. Caterpillar has denied the allegations, but said it “endorses the settlement class as a realistic resolution of this class action.” “Given the uncertainties and costs of continuing litigation, the proposed settlement is the best way to end the uncertainty and delay, and most importantly, will ensure fair compensation to Caterpillar customers who may not have received expected value from their product,” the company said in its motion for approval of the settlement. Claims can be submitted here by March 20, 2017. For more information on the settlement, visit www.enginesettlement.com. Related reading - http://www.ccjdigital.com/caterpillar-hid-defects-in-2007-2010-engines-from-buyers-lawsuits-claim/?utm_medium=single_article&utm_campaign=site_click&utm_source=in_story_promotion

Heavy Duty Trucking / June 28, 2016 Caterpillar has reached a settlement in a class action lawsuit over allegedly defective ACERT EPA 2007-compliant heavy-duty diesel engines, with owners of affected engines eligible to receive $500 to $10,000 per engine. The class action suit was a consolidation of a number of other lawsuits against the company, which exited the on-highway engine business in 2009. Customers alleged in the suit that Cat’s EPA 2007-compliant C13 and C15 engines (manufactured in 2006, 2007, 2008 and 2009) would lose horsepower and shut down. The engines were branded ACERT, for Advanced Combustion Emissions Reduction Technology. The settlement announcement refers to the problem technology as the CAT Regeneration System (CRS). The aftertreatment equipment was unique in that its exhaust-gas recirculation (EGR) system piped cleansed gas back to the inlet system to keep intake air clean. EGR cools combustion temperatures to reduce production of nitrogen oxide, a smog causer. But the system, and its series-turbochargers and other devices, proved troublesome, said fleet managers in this case as well as in numerous sessions at meetings of the American Trucking Associations Technology & Maintenance Council. Caterpillar denies the allegations but has said that to litigate the case further "would be risky and costly for both sides.” "Caterpillar … endorses the settlement class as a realistic resolution of this class action," the company said in its motion for court approval of the settlement. "Given the uncertainties and costs of continuing litigation, the proposed settlement is the best way to end the uncertainty and delay, and most importantly, will ensure fair compensation to Caterpillar customers who may not have received expected value from their product." The settlement includes U.S. original purchasers or original lessees, subsequent purchasers or subsequent lessees of a vehicle powered by one of the affected engines. It establishes a $60 million settlement fund. All class members who submit a valid claim will be eligible to receive a pro rata share of the fund according to the following guidelines: A. Class members who experienced no CRS related repairs are eligible to receive (but not guaranteed) $500 for each engine. B. Class members who experienced one to five qualified CRS related repairs are eligible to receive (but not guaranteed) $5,000 per engine. C. Class members who experienced six or more qualified CRS related repairs are eligible to receive (but not guaranteed) $10,000 per engine. Instead of seeking a payment as set forth in B. or C. above, each eligible class member that experienced at least one CRS related repair has the option to seek to claim losses up to a maximum of $15,000, experienced as a consequence of qualified CRS related repairs. These losses can include, but aren't limited to, towing charges, rental charges, and hotel charges. Those pursuing this option are not eligible to seek payment under A, B, or C. Payments to eligible claimants may be adjusted pro rata (up or down) depending on the number of eligible claims filed and the total amount of the settlement fund available to pay claims. Claim Forms are available at www.EngineSettlement.com or by calling 1-888-593-5379. The deadline to file a claim is March 20, 2017.

Besides the troublesome 9HP 9-speed transmission it supplies to many automakers, I do not like ZF's shifter that it supplies to FCA (Fiat Chrysler Automobiles). Related reading - http://www.autonews.com/article/20160628/OEM11/160629856/fiat-chrysler-rollaway-recall-linked-to-68-injuries-266-crashes .

BMT is truly the world's foremost heavy truck knowledge base.

No, the 8,000 lb-rated Mack model FA505 steer axle is from the 1960s.

What is the lawn tractor in front? Simplicity or Gravely ? 40-50 year old lawn tractors are still running, while today's bargain (Lowes/Home Depot) MTD-produced Deere and Cub Cadets are throwaways.

Well there you go, it seems KCM is the entity who acquired the Marmon factory inventory. It was in Garland, Texas.

Okay, that stamped 1QHA4125BP5 is your front axle arrangement. The exploded view shows all the parts, numbers and quantities. I realize demand is low. Still, it's regrettable that, given the popularity of the FA505 axle, tie-rod ends are no longer available.

With a Tremec 5-speed behind it.

My own thought is, there's no such thing as going off topic. The topic is whatever is on your mind. Thank you for reaching out.

UK Independence Party (UKIP) leader Nigel Farage tells EU Parliament: 'You're not laughing now' Video - http://www.bbc.com/news/world-europe-36650014

Remembering those who got you to the party is how a professional and respectful truck company operates. When Walter May passed away in March of last year, ignoring our tradition at the former Mack Trucks, the Mack brand of Sweden's Volvo Group said NOTHING !!! At the former "American" Mack Trucks, ''our" headquarters always put out a notice to all company and dealer locations when a member of the Mack family was seriously ill or had passed away. Walter May, Mack Truck’s legendary senior engineer and COO, was co-inventor of the iconic American truckmaker’s advanced Maxidyne high-torque rise engine technology. And that achievement was just the tip of the iceberg. Had it not been for Walter May, there would not be a Mack brand today for Volvo to be profiting from.

Prime Mover Magazine / June 27, 2016 Penske Commercial Vehicles is mourning the death of Bob Shand, co-founder of Western Star Trucks in Australia. Shand, along with Kit Bleakly, played an instrumental role in establishing the heavy-duty truck brand in Australia in 1983. Together, they introduced the North American brand to Australia from their facility in Wacol, Queensland, where the brand still operates today. “The renowned features of today’s modern day Stars – including their strength, reliability and comfort – come as a result of Bob’s commitment to establish Western Star as the truck of choice in the Australian market,” Western Star Trucks Australia said. “Bob’s legacy will forever remain his unwavering commitment to the customer, as he strove always to deliver a tailored customer experience. This commitment and spirit continues to be the driving force behind the Western Star Trucks brand, despite market and ownership changes" (first with Transpacific and recently with Penske Automotive Group). “The entire Western Star Trucks business and team remains indebted to Bob and his work in establishing the brand in Australia. We will miss him greatly and our deepest sympathies go out to the entire Shand family.” .

Transport Engineer / June 27, 2016 Civil engineering, earthworks and waste management contractor MJ Church has commissioned two 80-tonne Mercedes-Benz Arocs tractor units just under a year after putting its first Arocs eight-wheelers into service. The Marshfield, Chippenham-based company’s new 6x4 tractors – which were purpose-designed for construction applications – were specified with flat-floored StreamSpace cabs and are now being used to transport diggers, excavators and other heavy plant on new, four-axle King low-loader trailers. Both are 2651 models with Mercedes’ 517bhp six-cylinder engines driving through 12-speed PowerShift 3 AMTs (automated manual transmissions) – adding to the firm’s 80-strong truck fleet. MJ Church also went for high performance, three-stage auxiliary brakes, designed to reduce wear on the service brakes while also improving safety and control. “The driver feedback on the new Arocs tractors has been really good,” states transport manager Karl Wintle. “They’re impressed with the engine and gearbox, particularly in terms of low-speed manoeuvrability, while the cab – although slightly smaller than they’ve been used to – has also won praise as a spacious, well-designed workplace.” Mercedes-Benz dealer City West Commercials’ driver-trainer Justyn Marshman delivered driver training on the new 80-tonne tractors. “I spoke afterwards to one of our drivers, who I’d describe as quite ‘old school’,” says Wintle. “He couldn’t rate Justin highly enough. He wasn’t being told how to drive. Rather, he was shown what the vehicle’s capable of and how he could make life easier for himself.” Wintle explains: “So, for example, this particular individual would never use the engine retarder on his previous vehicle, but he’s certainly doing so with this one. “He’s also driving in a more predictive manner, anticipating rather than reacting to changes in road conditions. “This means less fatigue for him, which is also better and safer for other road users. And as a fleet operator I’m happy too, because I know there’s going to be less wear and tear on the vehicle.” MJ Church’s earlier fleet of eight 8x4s are all Arocs 3240s with steel Charlton tipping bodies and, in two cases, Palfinger Epsilon grabs, on muckaway work, as well as a pair of Hyva hook-loaders based on the same chassis. “The drivers who use these Mercedes-Benz vehicles definitely rate them over our other truck marques in terms of ride comfort,” comments Wintle. “The Arocs are also well ahead in terms of economy – at 9.2 mpg, their average returns are a mile and half better than the competition, which is brilliant. .

Transport Engineer / June 27, 2016 ACR Tipping Services’ reckons its new Scania R cab Loadmaster tipper – dubbed Double Dutch – is a stop-you-in-your-tracks truck that resets the bar on quality. “I’ve always liked the traditional, slightly retro look of many Dutch liveried vehicles,” explains Andy Reed, who owns the Bicester, Oxfordshire firm. “I wanted to recreate that image on this, my first ever new truck [so] many of the detail parts, such as the mudflaps, extra lights and the Scania logo on the front grille, had to be sourced in Holland.” In addition to the standard Loadmaster spec, Reed’s first new truck features full-length detachable steel bodyside extensions that sit between the body’s headboard and the tailgate hinge. These are removable, and provide additional load retention and security, although extra payload volume can also be achieved with lighter cargoes. Beyond that, though, it’s about the paint job. Reed went for shades of blue and grey combined with white stripe detailing – with the finished job taking no fewer than nine months . “All in all, it’s been one incredible project, and the result is a tipper that’s truly unique,” insists Reed. .