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U-S-A! U-S-A! Ford Steamrolls GTE Class at 2016 24 Hours of Le Mans! Car & Driver / June 19, 2016 What a difference a day—and 2890 miles—makes. After the first hour at this year’s Le Mans 24 Hours it looked as if Ford’s expensively bought return to the world’s most famous endurance race, timed to coincide with the 50th anniversary of the brand’s first overall victory, was set to unravel in dramatic fashion in front of a record-breaking 265,000 fans. Before the race even began, the No. 67 GT had been pushed off the grid and back to its garage with a gearbox fault. It was eventually fixed, but with a delay that took it out of contention for class honors. Torrential rain meant the race began behind a trio of safety cars, and when these were eventually called in 52 minutes later the remaining three Fords looked to be off the pace. It took just four minutes for the No. 66 GT that was running second in class to be passed by the No. 51 Ferrari 458. The leading GT, No. 68, soon proved equally powerless to keep the Ferrari at bay, and before long both they and the Ferraris were overwhelmed by the flying Porsche Motorsport 911 RSRs, which proved to be particularly happy in the damp conditions. The grins that had been worn by the senior executives in Ford’s corporate hospitality unit faded. Although this is Ford’s first year in the World Endurance Championship we were in no doubt that Le Mans was the primary target. “It’s optimized not just for the class, but for here, it was designed for this track,” Raj Nair, Ford’s CTO told us before the race began, also admitting that it would have made more sense for the GT to make its debut a year earlier to gain experience for the bid to win on the 50th anniversary of the GT40’s first victory. “To be honest we had some false starts. We had a window there that could have allowed us to run in ’15, put the car out and then really make the run in 2016 for the 50th anniversary. But we didn’t get the program approved in time.” Yet against early expectations, the GTs came back to stage a return that took Ford to a victory that was both emotional and deserved, with the 2016 race becoming one of the closest and most exciting in the 84-year history of the event. While Toyota’s remarkable failure to win with three minutes left handed Porsche overall victory—the brand’s 18th at La Sarthe—until the very end of the race almost as much attention was being paid to the battle further down the order between Ford and Ferrari in GTE Pro. As Porsche’s early challenge faded, and it became clear that Aston Martin and Chevrolet’s GTE Pro cars were well off the pace (see our previous post on the controversy surrounding various “Balance of Performance” adjustments), so the race did indeed become another Ford-Ferrari duel in the mold of the classics of the 1960s, albeit one where Ford developed a strong numerical advantage. The No. 71 and No. 51 AF Corsa works Ferrari 488s dropped out after 143 and 179 laps respectively, the latter with a spectacular engine failure. By evening, Italy’s honor was being upheld by just the privateer No. 82 Risi Competizione 488, which surrendered its class lead at 7:30 pm to the No. 68 GT. Yet the pack of Fords didn’t have the remaining 20 hours of the race to themselves, with the No. 82 Ferrari fighting a remarkable rearguard action that saw the lead change several times as the two cars changed position. By 8:30 in the morning the Ferrari led the No. 68 car by just 13 seconds, with the gap increased to more than a minute as the GT was called in for a pitlane penalty for a refueling infringement. But it didn’t last. Ford increased the pace and took the class lead with under three hours to go, the No. 68 car’s margin increasing as the Ferrari suffered an unforced spin. For the final stint former F1 driver Giancarlo Fisichella took over in the 488 and managed to fend off the chasing No. 69 GT, denying Ford a 1-2 finish but allowing it to finish the race with first, third, and fourth in the GTE Pro class, with German Dirk Muller getting the honor of driving the victory. Even the No. 67 car was patched up to make it to the end of the race, albeit 78 laps behind the leaders. So was it worth it? The 2016 Le Mans is destined to be remembered as the race that Toyota lost in spectacular fashion, but it’s also one that effectively justified Ford’s decision to sign off the significant development budget for both the GTE racer and its roadgoing sister. We’re looking forward to seeing how that version builds on this momentum.

Yes, they use GM-based PSI engines, and the Cummins-Westport ISX12 G. http://www.psiengines.com/whatwedo/on-highway-engines/

I have not heard that from them.

Bob Smith and Steve Rayborn are good people. But they have zero chance at successfully selling the class 8 COE Chinese Foton in the US market. It's a conventional cab market. China has some world class trucks now, but Fotons (GTL) is barely in that group. And, of course, the natural gas truck market has collapsed in the US, as it has in China, due to low-priced diesel. Alkane's business model depends on subsidies.

The CH was officially launched for model year 1988. Based on that date, the cab is 28 years old. But as Terry Warmkessel will tell you, in those days, we typically utilized a 5-year road map to bring an all-new model to life. I that sense, the CH cab is arguably 33 years old. The CH cab was yet another brilliant achievement of the former Mack Trucks. Hansen enthusiasm still existed during its creation. But fast forward to year 2016. Most Mack salesmen coast-to-coast are struggling to sell Pinnacles to fleets because the driver can't stand up out of the driver's seat, as they can in the competitor's cabs, and the competition in finding/keeping good drivers is fierce. After three decades, customers like to see something new, an all-new cab taking advantage of the latest technologies. The new cab has really rode the rollercoaster. Just ousted Olof Persson let it languish, as he did the LE cab replacement (LR), and that is a half-hearted (cheap) effort. In Sweden, I was told on numerous occasions the new cab would be an offshoot of the upcoming new Volvo global cab platform. However, that was before Persson was fired and the Scania gang was brought in. Volvo is in serious financial straights. Volvo Construction is bleeding badly with no light at the end of the tunnel, having, for example, recklessly lost millions in China with bad loans. Brazil, a long-time important market for both Volvo and Scania, is in terrible shape, and low truck sales reflect that. And then the US truck market didn't merely slow down......it crashed. Thus, it's completely possible they will buy time by revising the CH cab roof, among other things, creating an integral raised roof with that of the sleeper. That certainly wouldn't cost much. But I doubt they'll spend the money to widen it. The engineering would be cheap, but they have to invest in new tooling. The last time I saw the CH cab tooling, it was in terrible shape. Tooling has a lifespan. The tooling belongs to Volvo. It is consigned to CVG to use.....they produce the cab under contract. Volvo didn't want to spend any meaningful money on tooling refurbishment. Unless something has changed, the remaining life of that tooling is short. http://www.bigmacktrucks.com/topic/39183-source-of-mack-cabs/ If Volvo plans to truck the cabs 180 miles from King's Mountain to Dublin, paint them there, and "then" truck them the other 420 miles to Macungie.........no comment. Why not create jobs in Pennsylvania (the laid off Macungie workers that Volvo claims to care about) by assembling, painting and grooming the cabs at a Volvo-owned satellite facility adjacent to the Macungie plant (you know, where most are utilized).

Volvo qualifies for tax incentives if the truck's local content is above 65%. Take the Volvo VM, unique to the Brazilian market. The engine is from MWM-International (yes, Navistar engines in a Volvo). (As of July 2014, Navistar's MWM unit had delivered 50,000 engines to Volvo Truck and Volvo Penta) The 10-speed is Eaton, and Eaton also builds the optional Volvo 14-speed for them in Brazil. (I imagine the optional I-Shift is imported) The steer axle is Sifco, and the drive axles are Meritor.

That's terrific.

They certainly can be, but it's an add-on..........not an integral factory build. I'm merely expressing my personal opinion. If you remain pleased with your Volvo VNX (US market Mack Titan), I think that's great.

It's not underpowered. For Brazil, in this application, this "medium-heavy" truck performs beautifully. With a 4.89 or 5.38 rear axle ratio, it works fine there. Though never so much as India, Brazil is a price-sensitive market, plus remember Brazil is in a massive economic downturn. In Turkey and the global market, Ford is able to build and sell a global spec heavy truck. Ford Brazil uses locally-produced components (Cummins + Eaton + Meritor), because there's a requirement for significant local content to gain tax incentives.

If you never took it apart, you've no idea the condition of the rubber insulators. Rubber ages. You can't "see" until you disassemble it.

My friend, you are what in many parts of the country are called "good people". I always enjoy hearing your thoughts. They did trim weight with the US model......it underwent considerable change. But it remains heavy on average, and expensive. I, personally, can't get past the tacky chrome trim. The Australian "original" never had it.......Oz customers would be in an uproar if Volvo suggested it.

Did you coat the trunnion insulators with 20 weight non-detergent motor oil, per the Mack Service Bulletin ?

That BC, there's absolutely nothing that he can't do. A fountain of knowledge with endless ability.

Foreign truckmaker Volvo owning the iconic American name "Mack Trucks" isn't right. It's no different than if Toyota was allowed to acquire Ford, Volkswagen allowed to acquire GM.................and Fiat allowed to acquire Chrysler. There's nothing at all right about the Mack logo on a North American Volvo chassis.

Too heavy and expensive for what most local U.S. low-boy operators do. And, compared to the attractive professional-looking Australian Titan, the US market Titan with its tacky chrome trim reminds me of a Harlem pimp-mobile. https://www.macktrucks.com.au/trucks/titan/ https://www.macktrucks.com.au/~/media/files au/brochures/titan_brochure.ashx?as=1

Glenn, I know hydraulic clutch actuation is an option* on Freightliner's medium-duty Businesss Class M2s, but I don't know if they have air assist. * An example of global truckmakers giving American market customers a lower content truck. The superb [175hp] Mack MS200P Mid-Liner rigid (straight truck) had hydraulic clutch actuation beginning in 1979. But it was the larger [210hp] MS300P (rigid) and MS300T (tractor) that had "air-assisted" hydraulic clutch action. The Mack MS300T tractor with the air-assisted hydraulic clutch and the fully-synchronized BDSL2052R 10-speed splitter transmisson was an absolute thrill to drive ! Most heavy trucks today, aside from North America, have air-assisted hydraulic clutch actuation, provided by Wabco or other (http://www.wabco-auto.com/products/category-type/driveline-control/clutch-control/), and they're a pleasure to drive.

. http://www.bigmacktrucks.com/topic/45485-mack-defense-partners-to-produce-renault-armored-personnel-carrier/#comment-335295

Perhaps their new shared cab is out for you......but their old traditionally designed cab (what I'd buy) remains available. A Peterbilt Model 367 makes for a beautiful low-boy tractor.

Bill McLauchlan, Automotive News / June 18, 2016 Cloaked in secrecy from the outset and with still little known about its technical intricacies, the new Ford GT supercar has another well-kept secret. It's being built in Canada. You might not know Multimatic Inc. of Markham, Ontario, which is remaining decidedly low key and tight-lipped about the GT, but Multimatic knows performance, engineering and carbon fiber. Larry Holt, the main man behind Multimatic Motorsports, the company's competition arm, has for years managed to fly below the media's radar. This, despite employing a past class winner of the 24 Hours of Le Mans as his lead development driver, shaping suspension components and other parts for Formula One teams and fielding a succession of race-developed Ford cars in high-profile racing series around the globe. One year after the GT concept exploded onto the stage at the North American International Auto Show in Detroit, Mich., Ford in January showed a fully functioning, road-ready model -- upstairs and in the back -- just far enough away from the spotlight that visitors had to look around to find it. Holt was nowhere to be seen as he was in Daytona, Florida, with his team and a brand new Ford GT, preparing for the 24 Hours of Daytona (Fla.) endurance race. And that's just how Ford wanted it, apparently. Weeks of trying to line up Holt for an interview on the car's development led absolutely nowhere. Ford doesn't want the finer details of its new halo sports car getting out until much closer to the release date later this year, explained Ford of Canada president and CEO Dianne Craig. "We're now concentrating on (developing) the racing aspect of the GT," she said in an interview at the Detroit auto show in January. So who is this mysterious Holt, and what is Multimatic? The company designs, develops and produces everything from simple door hinges and latches to complex stamped and welded assemblies, suspension components and specialized dampers, and even complete vehicles. The GT, with its carbon tub and body, is one reason Multimatic is involved. Aston Martin's Vantage GT12 coupe, Vulcan supercar and Lagonda Taraf super sedan all showcase the company's composites capability. Interestingly, while carbon fiber can't compete with high-strength steels and aluminum on a cost basis for cars that are affordable to mere mortals, "it's getting close," claims Holt. While it sounds like a dream job, the beginnings were humble. Holt began his career at farm equipment manufacturer Massey-Ferguson in the 1980s, later joining Canada's largest auto parts supplier, Magna, where he quickly rose to become director of computer aided engineering. In 1988, he began building the independent Engineering Group of Multimatic Inc. Holt saw opportunities to offer comprehensive engineering services to third-party customers. An early example of this had Multimatic team up with Ford of Canada to produce a race-winning Taurus that took National Showroom Stock Championship titles in 1992 and '93. That not only began a long-standing association with Ford, but it also began an impressive winning streak in international competition. Holt has since taken the organization from a five-man team to more than 400 global employees engaged in all aspects of product development, from commonplace production bits and pieces to full cars, such as the Aston Martin One-77 and a series of race-ready Mustang customer cars for Ford. But Holt's dream role as team principal of Multimatic Motorsports is where his vision for the future plays out today. He sees it as a high-speed laboratory where innovative engineering (a competitive advantage for Multimatic on and off the track), creative thinking and rapid problem solving are imperative for success. Not least, it's an excellent showcase to promote proprietary in-house technologies, such as its Dynamic Suspension Spool Valve damping that's favored at the highest levels of motorsports, including Red Bulls's multiple F1 World Championship run, Indy Car, F3, sports cars and touring cars. Racing also allows Multimatic to demonstrate its obvious ability in the design, development, build, engineering and running of racecars. Keep that in mind as you wonder if the new Ford GT will be as good as it looks. With Multimatic's track record, there will be little doubt. --------------------------------------------------------------------------------------------------------- "You race to win" "This car, in the scheme of our earnings, will not make much difference. But in the reputation of Ford Motor Company, which is something I care deeply about, this car will be huge" Bill Ford

Peterbilt 567 Heritage Evokes Company's Roots Heavy Duty Trucking / June 13, 2016 Peterbilt Motors has unveiled a Model 567 Heritage, which combines a rugged-looking vocational truck with special exterior and interior trim that harkens back to the company's West Coast origins and days of the "large car." “Peterbilt’s Model 567 Heritage elevates the classic styling of Peterbilt with a package of unique features that will command attention on highways and job sites,” said Darrin Siver, the builder's general manager and a Paccar VP. “The Model 567 Heritage appeals to owner-operators and premium carriers who want to reward their drivers and add distinction to their fleets." Peterbilt’s history began in the rugged Northwest logging industry, manufacturing trucks that took on the demanding work with high performance, reliability and durability, he said. The special 567 evokes that tough look in a thoroughly modern vehicle. Basic specifications include a 121-inch BBC and set-forward front axle to optimize payloads and weight distribution. It can be spec’d as a daycab or with a 72- or 80-inch sleeper box, and as a truck or tractor. Exterior features include: Bright bumper, grille bars, exhaust stacks, mirrors and sunvisor; Chromed air intake bezel and metal hood latches; Polished rocker panels, quarter-fender closeout panels, fender brace and brackets, battery boxes and fuel tanks; and Special Heritage badging, uniquely numbered and mounted to the grille and sleeper (when applicable) for the first 567 production trucks. Interior features include: Platinum-level Heritage Brown interior with a black dash top and wood-finish trim; Premium brown leather seats with accent stitching to complement the cab design and embroidered Heritage logo in the headrest; and Door pads with brown wood trim. For sleeper versions, wood trim accents continue on the cabinets and storage compartments. The two-tone sleeper back wall is embroidered with the Heritage logo. The Model 567 Heritage is available now for order through Peterbilt dealerships with production scheduled for September. .

Air assisted hydraulic (430mm) clutch is the global norm.......I've no problem with that. What a difference. The Scania gang restructured Volvo recently in the sense that they had Volvo adopt the superior and widely praised Scania management system.

Note the Ford D-Series at 4:35 (http://www.bigmacktrucks.com/topic/30364-when-ford-roamed-the-world-the-d-and-n-series/). The US wants the roads to last, and yet doesn't allow 8-leggers with their superior weight distribution. Truly a mystery. The 4142D is a world class machine. Good footage of Ford Truck's Inonu plant.

It's my understanding that it's too late for the just-in Scania gang to change the cab, unless they spend money to change tooling, and money is not something Volvo currently has an abundance of. They dragged their feet for years, finally deciding to wait until 2017-2018, so as to use the incoming new Volvo global cab as a basis (the current Volvo cab will then have been around almost 20 years old......time for new, plus the need to adapt to upcoming new, longer European cab lengths.....a very slight "nose" in the front for better aerodynamics). The new CEO wants to keep the "brands" separate, not design. Volvo is going to stick to its strategy of global parts standardization.