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Click on the "Photo" icon........https://www.iveco.com.au/product/stralis And please view this as well, on Iveco cab design philsophy.........http://www.iveco.com/en-us/press-room/kit/Pages/A-first-class-lifestyle-for-truck-drivers.aspx

The problem with EcoBoost is the lack of "eco". Ford is to be admired for incorporating every cutting edge technology available today into their Ecoboost engines. However, with that name, many are disappointed at the mediocre fuel economy they're witnessing in real world driving. When Ford starts installing its global market V-6 (and V-8?) diesels in the F-150 and Expedition that it sells to Land Rover (Ranger Rover), you'll have an interesting new option.

Controlled by Toyota, Aisin generally makes a good tranny.

Neo, the truck is superb. But I don't know about spare parts availability from Volvo (who owns Mack now). I'm concerned that pricing might be.....shocking. That's your primary issue. In a perfect world, finding a CS250P would be better because it has full air brakes. The CS200P has air-over-hydraulic. Otherwise, they're basically the same truck. Both trucks would have an 8,000lb front axle, but rear axle options were 18,000lb and 21,000lb. I'm guessing your truck has an 18,000lb rear axle. If you bleed the brakes annually to purge moisture and trash, you'll be fine. But if you don't, those Lockheed wheel cylinders are very expensive. If I bought the truck, I'd flush out all the old fluid and refill with Motul synthetic brake fluid (but be sure to refill with same when required). That goes for the hydraulic clutch master and slave cylinder system too. http://www.trucksplanet.com/photo/mack/mid-liner_cs/mid-liner_cs_k362.pdf https://www.motul.com/ca/en-US/products/oils-lubricants/dot-3-4-brake-fluid?f[application]=144&f[range]=25

KamAZ Trucks Press Release / June 11, 2016 KamAZ recently held an off-road event on the grounds of the Moscow raceway to give several hundred vocational customers an opportunity to experience he truckmaker’s new range of construction-oriented trucks. Models on hand included the a KamAZ 65806 prime mover paired with a dump trailer from KamAZ subsidiary NefAZ, and several dump trucks including KamAZ’s 6520 6x4 and 65201 8x4. The new KamAZ 65806 6x4 tractor features a comfortable 4-point fully suspended cab and economical 428 horsepower Daimler OM457 Euro-5 engine paired with a 16-speed ZF gearbox. (Daimler owns a 15% stake in KamAZ, 11% it owns directly and 4% that the European Bank for Reconstruction and Development holds on its behalf) Both the KamAZ 6520 and 65201 tippers were praised by attendee for their ease of operation and excellent handling. The event was visited by large numbers of people. One hundred and fifty of them ride on new cars: two-thirds - as drivers, remaining - as passengers. The show truck passed at a high organizational level, all the guests were satisfied with the new KAMAZ. .

KrAZ Trucks Defense / June 10, 2016 .

Steve Brooks, Trade Trucks.com.au / June 10, 2016 Featuring a range of innovations, the latest generation EziLiner curtain-sider trailer from Freighter promises efficiency gains. Steve Brooks puts it to the test to find out. Hooked to an Iveco Stralis test truck was the latest evolution of Freighter’s EziLiner curtain-sider, equipped with a number of innovative features progressively released over the last year or so. For the record, the demonstration trailer stood 4.3m tall, 13.73m long and, according to Freighter, had an estimated tare weight of 7,871kg. Described as one of Freighter’s most successful developments over the past decade and winner of an Australian Design Award in 2008, EziLiner is protected by patents that make it a uniquely Freighter design for both trailer and rigid body configurations. As Freighter explains, EziLiner uses a pneumatically actuated arm that hooks to a high-tensile cable running through a series of arcs at the bottom of the curtain to automatically create vertical tension. In effect, it replaces the 22 buckles on each side of a standard curtain-sided trailer, allowing an entire curtain to be quickly and safely fastened or released at the flick of a single lever at the front of the trailer. Continuing the trailer’s development, in February this year, Freighter released its sliding post load restraint gates. Fitted to the demo trailer, the new gate system is rated to hold pallets with a loaded weight up to 1,300kg and, critically, combats the weight and difficulty of using traditional gates. Safety is dramatically improved, with Freighter stating: "Using two hands, one on the mechanism and the other on the horizontal gate beam, the gate is opened with two simple movements. "The gates are virtually weightless thanks to the spring assisted design (and) by removing the weight in the gate there is almost no risk of back, arm or shoulder injuries, or gates falling on operators." Freighter further explains that the gates can be easily stacked neatly out of the way at the front or rear of the trailer and are built with three different length tabs to make it easy to put the gates back into position. The system can be also tailored to individual requirements with vertical or horizontal bars and varying gate heights. Furthermore, Freighter says its redesigned curtain rollers reduce the effort of opening and closing curtains by 50 per cent. Another significant development on the demo trailer was Freighter’s two-piece roof rail, which allows a curtain rail to be easily replaced if damaged by a forklift or the like. As Freighter puts it: "Traditionally, replacing the rail has meant cutting the entire roof off and replacing the complete roof assembly. "Now, with the two-piece roof rail, the curtain rail and roof form two components, meaning the curtain rail alone can be easily replaced by popping out the rivets and riveting in a new rail." The result is a repair that saves time and money, and puts the trailer back on the road sooner. And easier! Manufacturer’s website - http://www.freighter.com.au/products/eziliner-buckleless-tautliner/

Steve Brooks, Trade Trucks.com.au / June 9, 2016 In a congested field of high class European cab-overs, Iveco’s Stralis has not taken the world by storm. Still, that’s not to say it doesn’t have its attractions for those willing to focus on potential rather than perception. Steve Brooks puts the latest AS-L Series II model through its paces. Let’s face it, anyone in the market for a European cab-over is these days spoilt for choice. Without putting too fine a point on it, it is a field full of fine contenders, each with its own way of wooing the attention of truck buyers who, in this country, are about as merciful as a malevolent magistrate. Once burnt, the scars don’t fade for a long, long time. So the thing is, if a certain make and model fails to fire in the estimations of owners and drivers, or suffers a run of mechanical maladies that corrode confidence and belittle the brand, then remoulding that truck’s reputation is about as easy as pulling teeth with tweezers. More to the point, truck buyers don’t have to look too far at all to find a highly competitive alternative ready, willing and able to become any buyer’s new best friend. These factors are, in large part, the problems facing Iveco and its Stralis cab-over. For one reason or another, powerbrokers behind the brand have, for many years, done little to incite long-term confidence, while mechanical issues have dogged any regard for reliability — particularly concerning the Cursor engine. However, things may be changing. At an Iveco product update in southern Queensland a few months back, it was an upbeat Iveco management team who insisted that times have definitely changed for the better, now that the brand operates within the vast CNH (Case New Holland) Industrial group. From the outside looking in, there certainly appeared a new vitality about the company, and a revitalised passion to make the most of every opportunity with what is an undeniably diverse and, for the most part, modern product range. Plenty of options Stralis, of course, is a critical flagship of the range, and typical of all continental contenders, there are many members of the family. As Iveco states with confident simplicity: "Stralis is one of the most comfortable and versatile trucks in the Iveco product line-up … available in 4x2, 6x2, 6x4 and 8x4 configurations in a variety of wheelbases across a selection of rigid and prime mover variants — there are 13 main models to choose from, widely used for single trailer and B-double work as well as in hook-lift, tanker and general haulage applications." By any measure, the Stralis stable is at least comprehensive. There are, for example: three cab options gross weight ratings that run from 17.1 tonnes in 4x2 rigid form to 90 tonnes as a top-of-the-line prime mover Cursor 8, 10 and 13 litre SCR (AdBlue) engines offering 360 to 560 horsepower 12 or 16-speed ZF automated transmissions an inherently long list of standard safety features and last but by no means least, generous warranty packages that, in the premier AS-L model, stretch to one million kilometres and five years. Iveco insiders are adamant that Stralis is these days a far better proposition than before. Obviously keen to promote the potential of the present rather than problems of the past, the company recently made available its latest AS-L Series II model for test runs. The test truck was, in fact, the Red Bull Racing prime mover, but with little more than 36,000km on the clock, and hauling a race car transporter to various venues around the country for the majority of that mileage, the truck certainly hadn’t worked particularly hard. Fortunately, commercial reality was the clear focus for this exercise, and the AS-L was coupled to Freighter’s latest EziLiner curtain-sider with enough load to deliver a gross weight around 40 tonnes. Features On paper, the AS-L stacks up well. For starters, the standard gross combination mass rating is 90 tonnes, while the cab, sitting above a set-back front axle, is a roomy, air-suspended and electronically tilted high roof model with good standing room and an optional aero kit. Underneath, and virtually guaranteeing comfortable ride quality, is a suspension layout comprising long parabolic leaves under the front, and Iveco’s own eight-bag air assembly at the back, complete with electronically-controlled height adjustment. Stopping power comes from Knorr disc brakes at all quarters, supported by the typical inclusion of ABS anti-lock and ASR anti-skid functions. Power goes to the ground through a Meritor single-reduction drive tandem fitted with diff locks and the choice of 3.4, 3.78 or 4.125:1 final drive ratios. Engine and Transmission A model offered primarily for line-haul work, the Stralis AS-L II has standard fuel capacity of 1,100 litres in two rectangular aluminium tanks, with an optional third tank adding another 200 litres. AdBlue capacity is 100 litres. Consuming that fuel, of course, is the 12.9-litre Cursor 13 engine, which in the AS-L Series II is available at ratings of 500hp and 560hp (373kW and 418kW respectively), with both ratings accompanied by peak torque of 2,300Nm (1,696ft-lb) on tap from 1,000 to 1,700rpm. A Euro 5 SCR engine, the Cursor 13 has also evolved to Series II status, which at the very least suggests Iveco has identified and amended those issues that caused concern in earlier models. Again, the word from within Iveco is that Cursor’s Series II derivative is showing none of the problematic traits of its predecessor. Meantime, the relationship between Cursor and the 16-speed ZF Eurotronic automated transmission remains as smooth and intuitive as ever. It’s worth remembering that Cursor was developed from the outset to work in complete synergy with the ZF self-shifter. While there are today a number of outstanding engine and automated transmission combinations from various competitors, the Iveco and ZF combination was the first to get it right and, in the process, prove the effectiveness and potential of an electronic engine working harmoniously together with an automated transmission. Have no doubt, when it comes to slick shifts and intuitive operation, it’s a combination that still today rates high on the heap of engine and automated transmission packages. Cab and Controls It’s easy enough climbing into the AS-L cab, and inside it’s a tall and reasonably spacious interior fitted with upper and lower bunks. The lower bunk is at least big enough to offer a reasonable repose when compared with what else is available among European cab-overs, but as a twin-bunk design for two-up work, it’d certainly be a ‘friendly’ cab. Yet, when it comes to interior storage space, it’s a cab with more lockers, lids and bins, including a small fridge compartment, than any truck I can recall. Iveco designers, it seems, hate wasted space. Meanwhile, it’s easy to find a good driving position. But, like so many of its continental contemporaries, it takes considerable time to familiarise yourself with the plethora of functions and buttons that today are a fact of life for any driver. In the European context, digital readouts have largely sent traditional gauges to the scrap bin, but no two brands are the same. And in a fleet of mixed makes and models, it’s a factor that can be the cause of some confusion. That said, though, the logic is relatively straightforward, and important things like mirror adjustment and transmission modes are mastered soon enough. While on mirrors: they’re well-sized, but in the demo unit were positioned where they regularly impeded forward vision at the front quarters. Still, there’s a lot to like when you sit back and consider the Stralis cab on its own merits. It is, however, a little like Elvis — it loves to rock and roll. Sure, it’s not as bad as some I’ve driven over the years (notably earlier Volvo models), and there’s no question that ride quality and overall cab comfort are of a high order, but there’s equally little doubt that some stiffening of the cab suspension would be beneficial to road handling and the general sense of stability. In short, it would only enhance the appeal of an already comfortable, quiet and, for the most part, practical cab. Performance The Red Bull Racing unit is powered by the 500hp version of Cursor 13. With the truck available for one day only, a run from Iveco’s dealership at Arndell Park in western Sydney down the Hume to Marulan and back – with a return detour through Picton for a drag over the sharp northbound side of Razorback — was perhaps an ideal route. After all, in this day and age, the 500hp version is arguably best suited to single trailer line-haul and regional applications, whereas the 560 rating — remembering that both ratings deliver the same peak torque of 1,696ft-lb — would be the more likely choice for heavier roles, not least B-doubles and top weight truck and dog duties. On this exercise, there was certainly nothing to complain about. The Cursor 13 is not a muscle man in the mould of a bigger displacement engine with deeper torque reserves, but nor is it a wimp. For starters, and much like all modern European models, good performance is invariably masked by the quietness of the cab, and nowhere was this more apparent than on the southbound run up Catherine Hill on the approach to Mittagong. With the transmission allowed to operate in auto mode for almost the entirety of the 325km round trip, Stralis dropped just three slots to 13th gear on the climb up the hill, with the rev counter dipping to 1,400rpm and the speedo to 60km/h. It was nothing less than a respectable performance, emphasised in large part by the responsive, intuitive relationship between engine and transmission. Smooth, very smooth! Notching 100km/h at around 1,450rpm, the run out to Marulan and back was an easy stroll, until the tough northbound drag up Razorback on the old Hume hauled the transmission back to 11th gear, with the engine reaching down to 1,300rpm and road speed to 40km/h. It wasn’t a breathtaking performance, but nor was it disappointing, and, best of all perhaps, there was no moment when a move to manual mode seemed a better option than simply letting the engine and transmission combination do their thing. On the run down the other side, engine retardation kept foot brake use to a bare minimum. As for fuel consumption, the truck’s on-board computer recorded a trip figure of 2.05km/litre, or 5.8mpg for older folk. While some might judge it an unimpressive return, I’d suggest it’s at least reasonable given the impact of a few suburban traffic snarls, the uphill run to Marulan, and a sharp climb over Razorback on the way back to the ’burbs. Verdict So, overall, the modern Stralis has plenty of positives, and while it won’t be easy for some to ignore rumours and reputation, or forego past experience, the Stralis AS-L Series II showed enough on this brief exercise to suggest that it is at least a worthy contender in a field full of hugely competitive continental cab-overs. For Iveco, the job is to do the truck justice. Specifications Make/model: Iveco Stralis AS-L Series II Engine: 12.9-litre Iveco Series II Cursor 13; SCR Euro 5 Power & Torque: 500hp (373kW) or 560hp (418kW); peak torque 1,696ft-lb (2,300Nm) at 1,000 to 1,700rpm Transmission: Iveco Eurotronic II automated 16-speed overdrive Rear Axle: Meritor MT23-155 single reduction. Available ratios 3.4, 3.78 and 4.125:1. Driver controlled diff locks standard. Capacity 21 tonnes Suspension: Front — Parabolic leaf springs and double acting shock absorbers; Rear — Iveco 8-bag air suspension with electronic ride height control and double acting shock absorbers Brakes: Four circuit air system with 432mm Knorr disc brakes on front and rear axles. Wabco 4-channel ABS/EBL and ASR systems Fuel: Capacity 1,100 litres. Optional 1,300 litres. AdBlue tank 100 litres GCM: 90 tonnes Photo gallery - http://www.tradetrucks.com.au/truck-reviews/1606/iveco-stralis-as-l-series-ii-truck-review/

Transport Engineer / June 10, 2016 Paper and corrugated packaging firm DS Smith is the latest operator to sign up for Michelin solutions’ recently-introduced Effitrailer telematics scheme – fitting its new equipmkent to 40 single-decker trailers. “The system offers a host of services that will help streamline our operations, boost efficiency and cut tyre-related downtime,” asserts Mark Abbey, general manager for UK logistics at DS Smith. “Its real-time data reporting and analysis allows us to proactively spot and alleviate any tyre-related issues before they result in a roadside breakdown, ensuring our logistical operation continues to run like clockwork,” he adds. Abbey says another selling point is the system’s geolocation data which, combined with its schedule-tracking tools, he expects to enable the traffic office to improve fleet routing and efficiency. “The Effitrailer system gives us confidence that trailer tyre-related downtime will continue to be minimised, and that our reputation for excellent customer service remains well-founded,” he says. The system itself involves dedicated trailer telematics equipment installed in each vehicle – including TPMS (tyre pressure monitoring system), EBS (electronic braking system) data analysis and an on-board datalink. Together these provide real-time condition monitoring data as well as the geolocation information. Real-time data generated by the on-board telematics is sent to a dedicated fleet manager’s web portal, and details each asset’s mileage, exact location, the length of any periods of abnormal downtime or ‘wait-time’, the ‘unhooked’ or ‘towed’ status of the asset, and whether the trailer is overloaded – and, of course, the current pressure and temperature of every tyre on every axle. However, the programme also includes Michelin solutions commiting to reduce numbers of tyre-related trailer breakdowns by up to 50% – the precise percentage being agreed after diagnosis by a Michelin logistics analyst. For DS Smith, a key benefit, then, is that if Michelin solutions does not achieve the downtime reduction goal, Michelin has to refund the cost of all breakdowns over and above the contractual terms. “Our trailers often sit at our mills and recycling partners, so being able to locate each asset in real time – and ensure when we get there to hook up that the trailer is ready to go, and that all the tyres are at the perfect pressure – offers considerable peace of mind,” sys Abbey. .

Transport Engineer / June 9, 2016 Logistics giant Wincanton has added 12 Renault Trucks Range T460 6x2 tractor units, plated at 44 tonnes, to its 200+ dedicated construction vehicle fleet, as part of a multi-million-pound investment. The tractors were all specified with sleeper cabs, and add to an existing 21 Range T tractors – including two Night and Day cabbed Range T430 6x2s – purchased last year. Wincanton transport manager Dave Rowlands explains that the Range Ts are replacements for the current fleet and have specification enhancement to meet FORS and CLOCS compliance. They are being supplied on an operating lease with R&M support via Wincanton’s in-house maintenance provider Pullman Fleet Services. Rowlands says previously favourable experiences with Renault Premiums, driver acceptance and good operating costs were key to this vehicle selection. “We are dedicated to delivering excellent service to our customers, and the Renault Range T460 trucks are a valuable addition to our fleet, ensuring [they] receive the most efficient and effective delivery process possible.” The new Renault trucks will be used to carry building materials. .

Daimler Trucks to cut more jobs in Brazil Reuters / June 8, 2016 Daimler's truck division is to cut a further 2,000 jobs in Brazil on top of the 1,240 cuts in the United States and Mexico which it announced on Tuesday, as it seeks to cope with weak markets in the region. Daimler Trucks CEO Wolfgang Bernhard told an investors conference near Stuttgart the 2,000 jobs will be axed in Brazil at a cost of about 100 million euros ($114 million) in severance payments, raising the number of jobs it has cut in Latin America's biggest economy to almost 5,000 since last year. He also said he would not rule out further layoffs in the United States should the truck market there shrink by more than the expected 15 percent this year. Daimler Trucks currently employs 13,700 workers in the United States and about 11,500 in Brazil, a spokeswoman said. Daimler last month warned that sales and profits at the trucks division would fall significantly in 2016 due to weaker demand in the United States and Brazil. However, Bernhard denied that his company needed to take more drastic action. "We don't need an additional programme, we can react swiftly and flexibly to changing market conditions," Bernhard said, citing steps to shorten truck assembly times and to reduce its portfolio of heavy-duty vehicles. "If we want to remain competitive, we must build more vehicles with fewer people," said Stefan Buchner, the truck division's regional chief for Europe and Latin America. Daimler Trucks accounted for about a fifth of the group's earnings before interest and tax and about a quarter of total sales last year. The North American heavy-duty trucks market has cooled after a plunge in oil prices and metals-related businesses put a dampener on industrial activity and haulage volumes, prompting rivals like Volvo to warn investors about a downturn. The division's operating profit margin will slip below last year's 7.3 percent, Bernhard said, which was already below the division's 8 percent target. By comparison, Volkswagen's main trucks division MAN last year reported a profit margin of just 0.7 percent although its currently separate Swedish subsidiary Scania's profitability approached 10 percent. "We are a long way from a corporate crisis, this will be a great year in an environment that is not favourable," Bernhard said.

Transport Engineer / June 8, 2016 European transport business Girteka Logistics has ordered 410 reefer semi-trailers and 130 curtainsider semi-trailers from Schmitz Cargobull, to meet increased demand for full load distribution services. The Lithuanian operator transports fresh produce across the continent and the latest additions will join its fleet of almost 3,000 trucks and 3,100 trailers – three-quarters of which are from Schmitz. Mindaugas Raila, Girteka’s chairman (pictured, left, with Andreas Schmitz, chairman of Schmitz Cargobull), says: “Our aim is to provide our European clients with the best possible service, and above-average KPIs. To do this we need the best equipment in the industry: this is why, year after year, we choose Schmitz Cargobull.” Girteka has been specifying Schmitz’s reefer semi-trailers for many years, citing their build quality and reliability. Raila says he’s also delighted with the curtainsiders: “We were particularly impressed with the Genios’s cold-rolled construction method, and the many security features that make the driver’s job easier. “Having galvanised parts is also an important factor in the sustainability and value retention of the vehicle.” Related reading - http://www.bigmacktrucks.com/topic/44492-largest-fleet-order-from-eastern-europe-in-m-b-history-1000-actros-for-girteka-logistics/#comment-328683 .

Stemco requests exemption from FMCSA Land Line / June 10, 2016 The Federal Motor Carrier Safety Administration is requesting public comment on an application for exemption from Stemco regarding a regulation about the location of rear identification lamps and rear clearance lamps. FMCSA regulations require rear identification lamps and rear clearance lamps to be located “as close as practicable to the top of the vehicle.” Stemco is requesting for commercial motor vehicles equipped with the company’s TrailerTail aerodynamic device, which is mounted lower than currently allowed, to be exempt from the regulation. While the TrailerTail aerodynamic device is currently mounted slightly below the roof of the vehicle, Stemco states that this offset prevents the device from delivering the maximum available fuel economy benefit as opposed to mounting it flush with the top of the vehicle, which may block the visibility of the rear identification lamps and rear clearance lamps. Stemco argues that the alternative location will maintain a level of safety that is equivalent to or greater than what could be achieved without the exemption. In addition to the exemption request, Stemco is petitioning FMCSA to amend the current regulation. The comment period is scheduled to end July 11. Comments may be mailed to Docket Management Facility, U.S. Department of Transportation, Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590-0001.

Commercial Motor TV - sponsored by DAF Trucks / June 10, 2016 .

Ford Trucks Press Release / June 10, 2016 Ford’s Advanced Emergency Brake System helps drivers avoid accidents by issuing warnings and ultimately taking corrective action. The system utilizes long-distance radar technology and a forward-facing camera to warn drivers of a potential collision. Information is transmitted to the truck’s central processing unit (CPU) where it is analyzed along with other data including that from the engine control system and speedometer. . Ford Trucks and You – "Sharing the Load" At Ford Trucks, we’re serious about trucking. It's why we designed the new 2016 Cargo heavy truck range from the ground up to meet your needs and expectations. See your authorized Ford heavy truck dealer for details, or visit the global Ford heavy truck website at https://www.fordtrucks.com.tr/ .

DAF Trucks Press Release / June 10, 2016 .

Bloomberg / June 8, 2016 Daimler AG’s trucks division, seeking to recover from a profit warning last month, aims to boost future earnings with a plan to cut costs by sharing more engines, axles and other components across units in North America, Europe and Asia. Once truck markets return to “a more normal level,” the unit will reach its target of an average 8 percent return on sales, Wolfgang Bernhard, head of Daimler’s commercial-vehicle business, said at a press conference Wednesday in Stuttgart, Germany. A key to boosting profit will be using more vehicle parts worldwide and improve efficiency, he said. “We’ve initiated the right measures to balance short-term swings and reach our long-term goals,” Bernhard said. “We’re not talking about 10 or 15 years; we want to get these things done by the end of this decade, and this will put us in a unique position.” The world’s largest maker of commercial vehicles is seeking to stabilize earnings in the face of fierce price pressure in Europe and intensifying competition, including from Chinese rivals in emerging markets. Declining demand in the U.S. and contracting markets in Brazil, Russia and Indonesia prompted Daimler last month to forecast “significantly lower” 2016 profit at the unit. To better offset such swings, the German manufacturer, which also makes Mercedes-Benz luxury cars, has embarked on an unprecedented push to share truck parts across more vehicles and markets. Delivery Target The division’s Mercedes-Benz trucks brand plans 2,000 job cuts in Brazil, and its North American operations, which include the Freightliner and Western Star nameplates, are laying off a similar number of workers. Daimler is sticking to a target of selling 700,000 trucks a year by 2020 even as global markets are set to remain difficult this year and weigh on profitability, Bernhard said. “With truck earnings down and the product story at Mercedes arguably past peak, we remain on the sidelines,” Arndt Ellinghorst, a London-based analyst at Evercore ISI, said in a report to clients. He estimates full-year profit at Daimler Trucks to drop about 18 percent to 2.26 billion euros ($2.57 billion). Unlike passenger cars, heavy-duty vehicles vary significantly from region to region. The geographical differences and lower volumes in the truck market have limited manufacturers’ investments in common engines, transmissions and other components. Daimler is seeking to buck that trend. Bernhard on Wednesday outlined plans for a single electronics system in Daimler’s trucks worldwide and a single dashboard that can be installed with different exterior designs for each brand. The goal is to rein in costs and win over customers by accelerating the introduction of new technology, including logistics-data services and operating-efficiency gains. Fuel consumption ranks as one of the top criteria when truck buyers choose a model, along with vehicle reliability and maintenance terms. Daimler Trucks “hasn’t proved yet that it can match the level” of profitability of Paccar Inc. or Volkswagen AG’s Scania, Oliver Maslowski, a Zurich-based fund manager at GAM, said in an interview this week. “The profit warning raises the question if they misread the truck cycle in North America and were too late to scale down production.” The Daimler unit’s operating-profit margin was 7.3 percent of revenue from ongoing business in 2015. Bernhard said that, while Scania’s ahead of Daimler Trucks in profitability, “we’re making progress.” The Swedish competitor “is only present in the heavy-duty segment, which is more lucrative in terms of margins than the mid-duty segment.” The Mercedes-Benz trucks unit is revamping its production network to become leaner and improve margins, said Stefan Buchner, the head of the brand. The business will scale back vehicle variants 35 percent by 2018 and cut production hours 25 percent, while it will “tackle material costs aggressively, performing better than target.”

The P89 was actually launched in 2014. I believe that Haldex produces it for SAF-Holland under contract. I like Haldex a lot, but dislike SAF-Holland. https://www.haldex.com/en/Europe/products/air-disc-brakes/modul-t/ Now, SAF has cheapened the P89 in an attempt to be the first to pentrate the US market with disc brakes in a big way. Another heavy truck disc brake manufacturers are Germany’s Knorr-Bremse, which took over America’s Bendix Commercial Vehicle Systems in 2002, and has sold Knorr discs under the Bendix name in the US market. Wabco remains a leader in truck disc brakes, with its MAXX 22 product. .

SAF-Holland launches value, premium P89 Air Disc Brake Series Fleet Owner / June 10, 2016 Luxembourg-based SAF-Holland has launched its P89 Air Disc Brake Series. The company says the value and premium-level P89 products are designed with commercial fleets in mind and provide "superior braking performance, extended service intervals, and ease of maintenance." The P89 Series comes in New P89 and P89 Plus models. The base model New P89 can be customized to suit specific fleet needs at a significantly lower price point — around 40% — than previous generation air disc brake systems. Both models are available now for order, and SAF-Holland expects to begin shipping them in late June/early July. "SAF-Holland has leveraged their global supplier network to create economies of scale that drive down the cost of technology. We are able to pass this cost savings to our North American fleet customers and for the first time put air disc brake technology within reach of fleets large and small," said Jeff Talaga, vice president of sales and strategic development, Americas for SAF-Holland, Inc. The P89 Plus is a premium package that includes a 7-year maintenance-free bearing system and premium rotors that the company says will provide a significant reduction in the total cost of ownership. Available on the SAF CBX air ride and ULX spring ride suspensions, the P89 Series "provides advantages of air disc brake performance to nearly all fleet operations, whether high mileage long haul fleets or demanding vocational trailer applications," according to SAF-Holland. New P89 At the heart of the New P89 air disc brake is the proven SAF SBS 2220 caliper and 430mm diameter heavy duty vented rotor. The dual-piston SBS 2220 caliper applies a more even pressure pattern across the brake lining than competitive single piston designs, the company explains, while the 430mm diameter x 45mm thick rotor provides 30% more wear volume than competitive designs. The New P89 features a "robust" 3.5-in. diameter parallel spindle or an optional lightweight taper spindle configuration that reduces weight by 10 lbs. per axle and uses industry standard bearings and wheel seals to reduce maintenance costs. Backed by a 5-year warranty, SAF-Holland says the New P89 sets a new industry standard for value in air disc brakes. P89 Plus The P89 Plus comes with a 7-year maintenance-free bearing system that uses large 89mm front and rear bearings individually sealed and lubricated with high temperature long life grease. SAF notes that the design completely eliminates traditional wheel seals, a common source of premature wheel-end failure. Precision bearing spacers are installed between the inner and outer bearings to precisely control bearing pre-load for maximum life — the company says extensive product testing has shown the P89 Plus bearing system provides four times better bearing life. The unique bi-metallic design of the SAF INTEGRAL rotor included on the P89 Plus allows the rotor to expand and contract in a radial direction that keeps the braking surface flat and eliminates the "umbrella effect" that affects conventional rotors. Backed by an industry-leading 7-year warranty, the P89 Plus "provides the ultimate in braking performance and ease of maintenance for a low total cost of ownership," SAF-Holland states. "With our commitment to design and develop products that better serve our fleet customers with leading technology, SAF-Holland is pleased to introduce the P89 Series that outperforms the competition in superior braking quality and total cost of ownership," said Talaga.