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The Mack part number for your steering gear begins with 20QC. It is NOT stamped on the steering gear. Your Mack dealer can look it up, using your truck's model and serial number (RW613-4349). TRW should be able to cross-reference the Mack number to their number. For example, an Ultra-Liner's steering gear with Mack number 20QC368M is a TRW number HFB64063. So call Mack back, get the 20QC number, and call TRW and see what they can offer.......if not a new or newer series unit (TAS 55 for 12K axle), then a factory-reman HFB64 like you have now. But they of course need the OEM (20QC) number to work with. Incidentally, here are HFB64 service manual downloads courtesy of TRW. http://trucksteering.trwauto.com/hfb_64_downloads

Oil contamination remains a massive problem. Customers are running around with several quarts of diesel in their crankcase, and Volvo says "they'll stand behind it." But that of course is only during the warranty period. After that, you're hung with a prematurely worn engine because of diesel contamination. And pity the unknowing second owner who buys one of these trucks used.

Press Release / April 12, 2016 Penske Automotive Group announced today that its Premier Truck Group subsidiary (www.premiertruck.com) has completed the acquisition of Harper Truck Centres, a Freightliner, Western Star, Thomas Built Bus and Fuso commercial truck dealership group located in Ontario, Canada. Penske Automotive Group Chairman Roger Penske said, "This is an outstanding acquisition for our business and complements our partnership with the Freightliner and Western Star brands. Daimler Trucks North America has a strong market share and presence in the Canadian marketplace, providing a solid foundation for the future growth of our business." Harper Truck Centres has five dealership locations in the greater Toronto market area and services Highway 401, a major truck thoroughfare between Buffalo, New York, and Detroit, Michigan. The acquisition is expected to generate approximately $130 million in annualized revenue for Penske Automotive Group. Premier Truck Group President Richard Shearing said, "This acquisition provides us with immediate scale in the marketplace. Harper Truck Centres has built a strong legacy of providing commercial vehicle sales, service and support in the Canadian marketplace for more than 20 years, and we welcome their employees to the Premier Truck and Penske Automotive Group team."

MAN Truck & Bus Press Release / April 12, 2016 MAN's D3876 engine for trucks, construction machinery and agricultural engineering applications was crowned 'Diesel of the Year 2016' at Bauma 2016, with the panel of judges citing its innovative concept as the grounds for their decision. The prize has been awarded by the Italian trade magazine DIESEL for the past 11 years. The panel, comprised of journalists from several motoring publications, was impressed by both the fundamental concept and the high-strength materials of the D3876, which brings together a new six cylinder in-line engine and tried-and-tested MAN D20/D26 engines. "This makes the D3876 a newly developed engine which at the same time still possesses experience garnered over millions of kilometres," enthused judge and editor of DIESEL and DIESEL International Fabio Butturi. Taking this concept as their starting point, MAN engineers have achieved numerous technical innovations in the development of the D3876. Top-down cooling, domed valves, steel pistons, fire rings and common rail injection of up to 2500 bar all contribute to making the D3876 an incredibly reliable and cost-effective, yet refined engine. At IAA 2014, MAN Truck & Bus presented the then newly developed 15.2 litre, six-cylinder in-line D3876 LF0x diesel engine: a powerful, highly efficient and extremely reliable truck diesel engine for demanding transport tasks. At that time, the D3876 LF0x was the new top model in the MAN Euro 6 range of engines, thanks to its powerful torques of 2500 to 3000 N.m and power outputs of 520 and 560 horsepower (382 and 412 kW) for long distance and towing vehicles, and 640 horsepower (471 kW) for heavy goods vehicles. This was followed by the unveiling of the further development of the D3876 as an engine for installation in agricultural engineering and construction machinery at Agritechnica 2015 and Bauma 2016. The D3876 LE12x offers a power spectrum of 565, 612 and 660 hp (415, 450 and 485 kW) for forage harvesters, crawler excavators and a huge range of other applications. Cutting edge exhaust gas recirculation and SCR technology ensures that the engine easily meets the Tier 4 final and CARB US emission standards, as well as EU Stage V. .

Fleet Owner / April 12, 2016 Keary Mueller has worked in the trucking industry since the 1980s, and ever since he can remember, there’s always been a driver shortage. Today, Mueller is chief operating officer of the Customized Solutions Group at A. Duie Pyle, a less-than-truckload (LTL) carrier fleet operating in the Northeast. From his perspective, Mueller told Fleet Owner that driver turnover has always been about compensation for the time spent on the job. So to keep its driver turnover rate under 10%, Mueller said Pyle offers plenty of incentives, including: - Annual pay increases - Driver training and its Truck Driving Academy - Annual meetings to communicate strategic visions with drivers - Driver survey process “A happy employee is a profitable employee,” Mueller said. “I believe that you have to be willing to accept employee feedback and then follow up in that process. That’s what’s different at Pyle.” Technology and capital investments are major players as well. Due to the ever-changing world of technology, there can be a lot of resistance and an initial pushback among drivers. However, Mueller said he has seen a higher acceptance, especially when in-cab devices and mobile apps help reduce paperwork and time. “If you’re able to have a technological application that saves people time, that’s a win,” Mueller said. Mueller advises against running a fleet of aging or poorly operating equipment, as it will drive qualified employees away. It’s about knowing how to track the resources you need and bring them to your company, he noted. “The aging of the commercial truck drivers is here,” Mueller explained. “When figuring out how to attract the younger population and make the industry attractive, pay, technology and equipment are all important factors.” Another carrier figuring out how to retain its drivers is Mercer Transportation is a Louisville, KY-based company that hauls mainly flatbed freight. The company relies on owner-operators exclusively and has 2,500 currently signed on. Dale Corum, operations manager at Mercer, told Fleet Owner that keeping drivers is a challenge, particularly when becomes freight scarce and drivers look to other carriers. “The good thing is a lot of them come back,” Corum said. “But that’s always a frustration. Anywhere you go, the pay is pretty close; we [carriers] are all fighting the same fight. From a dollars and cents perspective, if you work hard you can make good money.” Brian Helton, Mercer’s marketing and media relations manager, said the biggest issue among drivers he sees is that they need more time to spend with their families. In an effort to meet the needs of its drivers, Mercer started a mentoring program to share knowledge and training practices. Corum explained the program began a year ago as a way to provide drivers with mentors and more resources. “If the drivers feel like we’re trying, that we heard their voice, that means a lot,” Corum said. “So we keep our ears to the ground. Mentoring is about sharing knowledge and we know it’s making a difference.” Corum added that the company is expanding more into dry vans – it’s got 600 operating now and looking at potentially establishing a trailer pool. Many of its drivers are more open to dry van work, and because flatbed work is so physically demanding, Corum explained going to dry van allows drivers to work three or five more years before retiring. Another big challenge Corum mentioned is figuring out how to help owner operators keep up with new rules and regulations, getting them to use new technology like ELDs, and providing them with safety training. He said Mercer is receiving some pushback from drivers regarding ELDs, but the company is mandating their use by July 1 this year. “We need to convince the drivers we are fighting with them, not against them; we’re affected by the very same rules they are dealing with,” Helton explained. “All of our jobs need to be compliant.” The changing driver pool is also presenting new challenges to Mercer and other carriers like it. Helton explained that some 20 to 30 years ago, a driver would change the brakes on his own truck. But that’s no longer the case. A lot of drivers today don’t have that experience – that savvy – from growing up in trucking, Helton explained. That’s why companies like Pyle and Mercer have incentive-based and mentor-type programs in place – to retain the qualified drivers they do have and to keep them in the loop of what’s to come.

Fleet Owner / April 12, 2016 Engine OEMs Cummins and Paccar share thoughts on smaller powerplants If smaller engines are a good fit for your fleet's operations, you could be losing out on savings by spec'ing too big. Along with Fleet Owner's feature examining smaller engines being used in heavy trucks, we got some insight on when fleets can choose smaller engines in the 9-12L range, and what advantages and disadvantages they can expect if they take the plunge. Here are some comments from Mario Sanchez-Lara, director of on-highway marketing communications at Cummins, and Charles Cook, market segment manager for Paccar. We asked them questions in four areas regarding smaller engines: (1) trends coming into play, (2) advantages and new technology, (3) applications, and (4) maintenance and resale. What trends are you seeing with smaller engines? Sanchez-Lara: "Drivers want more time to spend with their families. In addition, commerce is evolving with online shopping, which is driving the need to have goods ready to ship and deliver to consumers faster. These two mega trends are impacting the transportation model, and there is adoption of a 'hub and spoke' system [i.e., distribution centers or 'hubs' and arterial routes going outward like 'spokes' of a wheel]. "There is also increasing usage of intermodal transportation (rail to trucks, or boat to trucks, etc.). These factors are reducing travel distance, and payload is not always maximized. Because of these, the trucks can get the job done with less power to get from point A to point B and back again. This is why the market for smaller engines has grown. "Regulations and incentives are driving efficiency gains as well. Trucks are becoming more aerodynamic with lower rolling resistance tires, and more fleets are leveraging electronic control features to assist the driver in efficient and safer operation. The cost of equipment has increased significantly, however, driving longer trade cycles and higher durability expectations. "Here is where the old adage applies: 'There is no replacement for displacement,' which is evident with the broad adoption of engine downspeeding leveraging the higher torque that big bore engines deliver at lower RPMs. "We at Cummins see more proliferation of truck and trailer configurations that need multiple engine sizes/displacements and multiple types of transmissions to deliver optimized operating efficiency. We anticipate proliferation of optimized vehicle specifications for the very diverse North America on-highway transportation industry." Cook: "Our dealer networks have a very solutions-based approach to helping customers get the exact spec they need to meet their operational requirements while minimizing their operational costs. Some customers learn they can get the same performance and work done with an 11L engine versus a larger one while gaining improved fuel economy and increased payloads, and it becomes an easy decision to make. "So it's a trend that has been building, and it's part of a larger approach to spec'ing smarter in general — lightweight components, aerodynamic fairings and driver comfort features, for example. "Every fleet wants more payload, better fuel economy and improved driver recruiting and retention tools. Getting the spec right can help accomplish of all of these things. Smaller engines are increasingly a significant part of that larger trend." What advantages can a smaller engine offer? How does technology factor in? Sanchez-Lara: "Similar to what we have seen in passenger cars, truck engines are adopting dual overhead cams, variable timing, high-pressure common-rail fuel systems, multi-stage turbocharging and sophisticated materials like compacted graphite iron on blocks and head castings. "All of these technologies bring higher cost as well as increased complexity, which requires comprehensive validation in order to meet reliability expectations. Increased power density vs. durability is a tradeoff between medium-bore and big-bore engines that some are willing to accept." Cook: "An 11L engine will save weight, improve fuel economy and lower operational costs. If it meets the performance needs for the customer, it makes good business sense. "That said, it won't always be the right fit — some fleets do need additional power. Our dealers work individually with customers to determine their needs and spec solutions. "Engine technology is always advancing, and 11L engines today deliver far more horsepower and torque than they did a decade ago. Fleets can realize weight and fuel savings while still getting the performance their drivers want and their routes demand." What heavy trucking applications could a smaller engine handle? Sanchez-Lara: "There are a lot of factors that go into choosing the right engine: load size, trip mileage, cruising speeds, geography, elevation, and more importantly, the fleet's performance and durability expectations that derive from its business goal. "In general terms, 9-13L engines are attractive to fleets that target a lower cost of equipment, more payload and 3-4 year trade cycle and place less importance on residual value. Many fleets continue to opt for big-bore engines above 13L — mostly to leverage power at lower RPMs and harvest the benefits of downspeeding, which are less stress on the engine, better fuel economy and higher residual value." Cook: "Selecting the right engine for the application is critical. Some considerations include where the truck will be operating, weight of the average load and a long-term view of the total cost of ownership, including resale value. "We at Paccar have ongoing training for our staff and our dealers to ensure we are able to help our customers not only choose the best engine for their application but the best overall truck spec to help them be more successful. We approach this as a partnership; our customers must be successful before we can be successful." What about maintenance and resale with smaller engines? Sanchez-Lara: "Our medium-bore engines including the ISL9 enjoy preference in the market segment where increased payload is keen. In general, their maintenance intervals are shorter, but the cost of some aspects of it is more cost-effective. "Smaller engines on big chassis offer lots of space with great serviceability. Cummins products are known for the rugged heavy duty design providing competitive residual value, though not as high as our flagship ISX15 15L." Cook: "Like the Paccar MX-13 engine, the MX-11 has a rated B10 life of one million miles. This means both those engines are designed and tested so that 90% of the engines produced will reach 1 million mi. without a major overhaul. "Additionally, from a maintenance standpoint, oil and fuel filter change intervals for the Paccar MX-13 and MX-11 engines have been extended to 60,000 miles for on-highway applications to further reduce operating costs."

Transport Topics / April 12, 2016 Daimler Trucks North America announced that it will voluntarily recall nearly 9,000 model year 2015-2016 Freightliner Cascadia trucks manufactured from March 24, 2014, through Nov. 9, 2015, over the possibility of an overheated connection on Bergstrom Parksmart HVAC auxiliary units. The truck maker said there may be inadequate contact between the electrical connector on the compressor and electrical pins and the overheated connection can increase the risk of a fire. DTNA put the number of trucks potentially involved at 8,865. The recall is expected to begin on May 7, 2016. “Overheating of the compressor connector on units built with the open style compressor connector cap has resulted in a small percentage of potential fires (one tenth of one percent, 0.1%),” Bergstrom wrote the National Highway Traffic Safety Administration. The two companies investigated the issue themselves from July 2015 to February 2016. DTNA said it decided in March to issue the recall. On April 1, NHTSA acknowledged receipt of DTNA’s letter that it would conduct a recall. NHTSA said DTNA will notify owners, and dealers will replace the connector caps. Additionally, dealers will replace the harnesses if there is evidence of heat discoloration. These repairs will be performed free of charge. Owners may contact DTNA customer service at 800-745-8000. DTNA’s recall number for this campaign is FL-703. Owners also may contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 888-327-4236 (TTY 800-424-9153) or go to www.safercar.gov.

Automotive News / April 12, 2016 Ford Motor Co. plans to begin a sweeping overhaul of its 63-year-old research and engineering campus near Detroit this month, transforming an inefficient hodgepodge of buildings into a “modern, green and high-tech” environment that centralizes more employees to encourage collaboration and innovation. Changes detailed by the automaker today include a new design center to replace the sprawling product development center and historic design dome, a more walkable layout and a building that showcases Ford’s commitment to sustainability by creating zero waste and generating its own energy. The new product campus, expected to be mostly complete within seven years, will be served by a network of autonomous vehicles, on-demand shuttles and electric bikes, Ford said. Ford also said it would renovate its nearby world headquarters building, known as the Glass House, starting in 2021. It’s planning a new home for Ford Motor Credit Co. connected to the Glass House and other changes to its immediate surroundings to be finished by 2026. “As we transition to an auto and a mobility company, we’re investing in our people and the tools they use to deliver our vision,” Ford CEO Mark Fields said in a statement. “Bringing our teams together in an open, collaborative environment will make our employees’ lives better, speed decision-making and deliver results for both our core and emerging businesses.” The project, which involves rebuilding more than 7.5 million square feet of workspace in Dearborn, Mich., first was reported in June 2015 by Crain’s Detroit Business, an affiliate of Automotive News, which cited real-estate sources who estimated the cost at $1 billion. Ford, which announced the plan to its employees in a webcast this morning, didn’t say how much the work would cost. It’s aimed at helping the company attract and retain top talent, particularly as cutting-edge technology companies in Silicon Valley increasingly compete with automakers for engineers and other highly skilled employees. It also will significantly reduce energy use and the amount of time employees spend traveling to and from meetings. “They’ve been spread out, and that makes for an inefficient way for employees to interact with each other,” Donna Inch, CEO of the Ford Motor Land Development Corp., said in an interview. “It’s very tricky because we have to keep our operations going and at the same time transform the campus. That’s why it’s a 10-year plan.” The product campus will be able to accommodate 24,000 employees, double the number who work in the buildings there now, by consolidating offices scattered around Dearborn. Renderings show a series of new buildings oriented around a central green area that would replace the main thoroughfare bisecting the campus, which President Dwight D. Eisenhower dedicated in 1953. Roads and parking garages would be closer to the perimeter rather than in the middle as they are now. The campus would be anchored by a 700,000-square-foot design center with studios and an outdoor design courtyard. Ford said its current design dome will be turned into an event venue. “Just as the Rouge manufacturing renovation completed in 2003 set a new standard for sustainability, we expect to do the same as we transform our campuses into a modern, efficient complex that enhances the environment,” Ford Executive Chairman Bill Ford said in a statement. “This project incorporates thoughtful ways to improve the environmental footprint of our facilities, while creating a vibrant workplace that inspires our employees.”

Buy a good used Mack TS442 manual via Amazon or other. Mack publications "should" still sell it as well.

There's only one "right" steering gear. Do you have a 12,000lb front axle (Mack FAW 537) ? i.e., no slave steering gear on the right side. If so, you have a Ross integral HFB-64. Great gear with long life. Ross became TRW, which from last year was acquired by Germany's ZF. (For many years, we used the superb HFB-64 series in everything, MH, R, U, DM600S, MR, RD6, RB and RW.....different housings of course) Give TRW's steering systems division a call (765-423-5377). TRW offers factory-reman gears. Provide them with the Mack 20QC part number per your truck's model and serial number. (What is it, by the way?) TRW introduced the new TAS series a while back which remains their main product. Ask TRW if they have a TAS equivalent to your gear. http://trucksteering.trw.com/contact_information http://trucksteering.trw.com/sites/trucksteering.trw.com/files/pdf/Tasgear.pdf

Ford Improves F-150 to Score Top Rating in Insurer Safety Test Bloomberg / April 12, 2016 Ford Motor Co. added more structural protection to the 2016 F-150 SuperCab to improve the pickup’s safety rating to “good” from “marginal” in the latest crash tests by an insurer group. The Insurance Institute for Highway Safety tested the F-150 SuperCab as well as two body styles of pickups each from General Motors Co., Toyota Motor Corp. and Fiat Chrysler Automobiles NA. Only the Ford truck received a “good” rating in a 40 miles-per-hour crash designed to mimic a partial head-on collision, according to an IIHS statement Tuesday. The improved test score for the F-150 SuperCab helped it earn the group’s Top Safety Pick designation, joining the F-150 SuperCrew version. Full-size pickups are among the top selling and most profitable vehicles in the U.S., and safety ratings are critical to the contractors and ranchers who buy them. “We commend Ford for taking last year’s test results to heart and upgrading protection for the SuperCab occupants in small overlap crashes,” Raul Arbelaez, vice president of the IIHS Vehicle Research Center, said in a statement. “Ford is leading the way among large pickup manufacturers when it comes to protecting people in a range of crashes.” The F-150 SuperCab is an extended-cab model, with two smaller rear doors and compact second-row seats. The SuperCrew is a crew-cab model, with full-size rear doors and second-row seats. In the so-called small overlap crash test, GM’s Chevrolet Silverado 1500 Double Cab and GMC Sierra 1500 Double Cab got “acceptable” ratings, as did Toyota’s Tundra Double Cab. Crew Cab versions of the two GM models and the Toyota truck were rated “marginal,” as were FCA’s Ram 1500 Crew Cab and 1500 Quad Cab. “No single test determines overall, real-world vehicle safety,” Lisa Barrow, a Fiat Chrysler spokeswoman, said in an e-mail. “Every FCA vehicle meets or exceeds all applicable motor-vehicle safety standards.” Toyota is “evaluating the test results with the goal of finding new ways to continuously improve the performance of Toyota trucks and to further enhance the safety of out vehicles,” Cindy Knight, a spokeswoman for the company, said in an e-mail. The Tundra models meet or exceed all federal safety standards, she said. GM spokesman Tom Wilkerson declined to comment about the test scores. Extra Support After getting a marginal rating on its 2015 F-150 SuperCab, Ford added extra safety supports already found in its larger SuperCrew version. The company said it reinforced the rocker panels and added wheel blockers and nylon hinge pillars to the F-150 SuperCab to better control crash forces. “We spent thousands of hours engineering, designing and developing multiple safety features that work together in the event of an accident” Raj Nair, Ford global product development chief, said in a statement. In 2012, IIHS began conducting the small overlap test to measure how vehicles perform in a crash designed to simulate an oncoming car drifting over the center line or running into a tree or telephone pole. .

Oz owner-operators unite against planned changes Big Rigs / April 12, 2016 Richard Easey has been in the trucking industry for 25 years, but now he's worried he's going to struggle. The owner of Easy Haul, a Gracemere-based company, was joined by around 60 people yesterday to protest the Road Safety Remuneration Tribunal (RSRT). The group drove a convoy of trucks through Rockhampton at around midday, starting off on Gladstone Rd. Under the system, the RSRT set pay and related conditions for road transport drivers in the road transport industry. It was initially implemented to improve safety for truck drivers by reducing deadline pressure, but Richard said that simply wasn't true. "It is going to affect us because we can't compete with the big companies, we are struggling with costs and everything now," he said. "There was no consultation... we have already had to let some drivers go because of the downturn in mining but this is just going to make it a hell of a lot harder." Richard said about 40% of Central Queensland businesses rely on goods delivered by owner-operator truckers, making any downturn a negative consequence for the whole community. The Federal Government is moving to push the start date of the tribunal's fixed rate contract regulation, which was due to commence this month, back to 2017 after two reviews of the RSRT recommended the system be abolished. Yesterday Capricornia MP (member of parliament) Michelle Landry said she wanted the RSRT abolished completely. "The RSRT was set up by Labor's Gillard/Rudd government to improve road safety in the industry. But it has become a play thing for the Transport Workers Union and its regulations, such as fixed rate contracts, will force local mum and dad truckies out of business," she said. "There are real concerns that not only mum and dad operators will be impacted, but that many other jobs in the trucking industry will also be hit by RSRT regulations. "Big truck dealerships are saying they also have concerns. That means that jobs in the truck maintenance area, including apprenticeships are at risk. Jobs in the truck tyre supply sector are at risk and less truckies will mean less fuel - so servo jobs will also be hit." But Labor candidate for Capricornia, Leisa Neaton said a government decision to intervene in the findings of an independent tribunal was a "big step". "The independent tribunal was set up to improve road safety and provide clearer conditions of employment for truck drivers, in the hope of decreasing avoidable deaths on the roads involving heavy vehicles," she said. "Before acting rashly, I'd suggest a meeting between employers, workers, unions and owner-operators to discuss concerns and work on a way forward. "There's evidence to suggest that when you pay drivers poorly, some of them take risks with their safety and the safety of other road users. Today, Bill Shorten called on the Turnbull government to guarantee fair wages and conditions for Australian truck drivers." Video - http://www.bigrigs.com.au/news/truckers-unite-over-rsrt/2993079/

Approach pays off for president Big Rigs / May 29, 2015 Volvo Group Australia president Peter Voorhoeve is not your regular company head. He hails from Holland and moved his family half way around the world to take the top Aussie job 18 months ago. When you think of company leaders, you tend to picture ruthless men with phones strapped to their ears. Mr Voorhoeve is more likely to give you a hug than a vice-like handshake - and he takes the time to personally deliver trucks to some of his customers. His approach has seen the Volvo Group beat long- standing top truck sellers Kenworth in the 2014 sales stakes - something he tells Big Rigs he didn't set out to do. In fact, Director, Marketing & Communications for the group Julie Skerman corrected us, saying it was her words at last year's media conference that she wanted Volvo to be number one. Mr Voorhoeve says he always wanted Volvo to be number one in customer satisfaction, but admitted that would ultimately get them to the top of the sales ladder. There's still work to do he concedes but they're a long way towards their goals. He tells us that the last 18 months he's been in Australia and the new role has been "very good". "It's a very exciting market." He brought his entire family with him to Australia, his wife, son 9 and daughter who has just turned 11. They've adapted to the country and like the Australian way of living - Mr Voorhoeve said it was easy to adapt to the Aussie way of life. He said the Australian truck market was "interesting" because it was so different here than anywhere else in the world. "We take transport by truck a couple of steps further for instance than what we do in Europe, with road trains and PBS applications. As a manufacturer you need to be really technically well equipped to be able to meet all the customer demands." It makes the company work on better designed products for specific applications. "What my goal was, and still is by the way, is that we want to be number one in customer satisfaction. "I think it's a bit easy to say I want to be the number one truck builder. At the end of the day everybody wants that. "What I specifically want for this organisation…is that we are leading in customer satisfaction. "I want to be seen really as the truck manufacturer, or transport solution provider, that cares." "That is there for its customers and that doesn't stop, so to speak at the sale of the truck." He wants the Volvo group to be known for its customer-centricity and going the extra mile. "That's where I want to be leading, that's where I want to be recognised. "And then normally sales follow." "Let's face it at the end of the day transporters do not only buy trucks for fun...they're professional operators, they need to transport goods from A to B they want it in the most efficient way possible, we need to make sure that we support them in that job. We call it uptime," he said. "Especially now days with an economy that is not what it was a couple of years ago. That demand for uptime and efficiency only becomes louder." Mr Voorhoeve said it wasn't a fast process like turning on a "light switch" and it wasn't moving slower or faster than he had hoped. "It's something you need to earn." But he's not saying that the group was bad in customer satisfaction, instead that's where they want to focus with the products and services on offer. "We see it happening." Mr Voorhoeve is hands on when it comes to customer service, getting behind the wheel whenever he can, delivering trucks to some customers. Sales outcome Last year, with the three brands together Volvo Group ended with a 24.6% sales share, which saw them become the number one brand. "I think Kenworth last year was at 23.5% and Volvo Group were at 24.6%...I think it was the first time in many many years that we ended up as number one in heavy duty," Mr Voorhoeve said. "Today quarter one we are at 24.5% Kenworth is at 25.3%." "You know how many trucks it is? 22 (trucks)." Tough times The market is not "fantastic" at the moment. When it comes to truck sales were 14% behind last year's quarter and Mr Voorhoeve doesn't think we'll sell much more than 10,000 trucks. "We all know the investment in mining is over. "At the same time exploration, so the amount of coal and ore that we take out of the ground is volume records high … At relatively low prices. "What you see is an economy that was completely mining operated, and from that source there's less money coming into the country. "But there is still economical growth in Australia. That's coming out of other areas. I think the whole economy now has to shift and is shifting from mining related to non-mining related. "We're being helped by an Australian dollar that is going down." "I hope that in 2016 the Australian economy and Australian industry has readapted to this new economic reality." "Let's not forget 10,000 new trucks in the heavy duty market from historical perspective is not so bad. But I don't see any miracles happening quite soon. "I've always believed in standing next to your customer, helping him or her. And of course in these days where everybody is looking for efficiency, customer centricity, customer satisfaction is what you need. That's the right strategy."

TruckSales / April 12, 2017 Volvo Group Australia head Peter Voorhoeve* says a new Mack is coming to the Australian market, possibly by the end of 2017. When asked if the rumoured Mack upgrade was happening, Voorhoeve said: "It will be a big change, yes, absolutely! Literally a next century kind of thing." Former Scania Chief Martin Lundstedt was wooed to Volvo to be the Global President of the Volvo Group. His first move was to change the marketing structure of brand ‘homelands’ to brand silos, each with its own profit centre. We asked Peter Voerhoeve if it was a case of a new broom? "Martin Lundstedt has a very strong customer focus and top-line focus," says Voerhoeve. "I think he saw that all the brands are unique and need separate attention. I think it is not so much a new broom because we are not hiring and firing people, we are just working in a different way. I think the changes have been his way of saying that only economy of scale and cost efficiency is not enough to run a company with. By focusing on the brands he makes a statement: This company is not just about cost levels alone, this company is about brands and customers." TruckSales: Before Martin Lundstedt’s appointment as Volvo Group president, Olof Persson headed up the big multinational. His tenure as the Big Boss only lasted four years. What wasn’t working? Peter Voerhoeve:: I’ll start with what was working. Olof consolidated the different companies [acquired by Volvo]. With Volvo Trucks, Mack, UD, Renault, Volvo Construction Equipment and so on there was no synergy. Olaf came in and created that synergy and drove the processes a bit harder. I don’t think he did anything wrong quite frankly, but the Board said at a certain moment, okay we have driven the economies of scale, we’ve driven the efficiency program, that’s now finished and now we need someone who will focus more on the customer and the market and the Board decided that would be Martin Lundstedt. Twenty years ago with Leif Johansson as President, the Volvo Group changed from being a single-branded car and truck manufacturer into a multi-branded commercial vehicle operation. Then came Olof Persson. He started consolidating, centralising, working our efficiency up and our cost levels down because it was very necessary. And now with Martin Lundstedt we have to work on our customer focus. Now with the company going back to a brand-based organisation, it is actually reinforcing the setup that we have here with a separate Volvo truck sales organisation, with a separate Mack truck sales organisation and a separate UD truck sales organisation but with multi-branded service organisations. TS: With two years at the wheel, has VGA met your early aspirations? Peter Voerhoeve:: My focus over the last two years has always been service, service, service. Care for the customer. I said to everyone that I want to be first in customer satisfaction, more so than in market share. I believe that sales follow service. I think the biggest challenge has been that I would like to get consistent service at all our service points. We don’t have bad and good service points but there are still differences and we have to create that same customer experience over all the service points. We investigate customer scores and they are going in the right direction. We are well distributed over the different sectors. I’m not sure that any one sector is more profitable or lucrative than the other sectors because everybody has the same profitability expectations. The mining boom was lucrative because customers had no patience, it was, 'I don’t care what it costs, get me that truck!' That has now changed for everybody. Now customers have time, they can look at the price and say ‘if I don’t get in January, I’ll get it in February.’ I think the price pressure has increased enormously in all the different sectors. Mining is less than it was in terms of volume, general logistics is pretty good, with seen improvements in the rural sector with increased beef prices, general freight is doing pretty good. But lucrative? I’d hardly say there are any lucrative sectors. TS: What is happening with UD and Isuzu? Peter Voerhoeve:: In order to get ready for the next emission regulation, we have decided to work together with Isuzu. We have enough stock of our current range to last a couple of years. By the time we are ready we will have an OEM agreement in place with Isuzu. We will have the same commitment with the new trucks as we have with today’s models. TS: Do you see growth in the lighter end of the truck market with the change in personal delivery platforms and digital connectiveness? Peter Voerhoeve:: Definitely in the light duty area, the three tonners, there will be growth. You see it right now if you read the truck market reports. Truck sales are increasing but not in the heavy duty segment. It’s mainly light duty and that is to do with how our behaviour as consumers is changing. * Amsterdam-born Peter Voorhoeve has headed Volvo Group Australia since November 2013.

TVNZ - One News / April 12, 2016 New figures show a spike in the number of heavy truck licenses converted from India in 2015, and it's concerning officials. It comes after allegations that an AA booking agent in East Auckland was selling New Zealand driver licences for between $500 and $5000. ONE News has seen evidence that a heavy truck licence was offered for sale at $3500. New figures from the New Zealand Transport Agency (NZTA) show a 349 per cent increase in conversions of heavy truck licenses from India the same year it's alleged they were being sold. NZTA says two separate reviews of the driver licensing system are now underway in response to allegations of potential fraud at agent outlets being investigated by the police industry body, the Road Transport Forum, which says it is keeping a close eye on the official investigations. Spokesperson Ken Shirley says there's a shortage all around the world of competent qualified heavy combination drivers so "we welcome overseas drivers". "But, they must have the right qualifications and our authorities have an obligation to make sure that those licenses are valid and not either fraudulently issued or obtained," he says. NZTA Spokesperson Celia Patrick says immediate action will also be taken for any licenses found to have been inappropriately issued. She says, "a range of actions could be taken depending on the circumstances for each license holder, including cancelling licenses or requiring license holders to re-sit practical driving tests". Video - https://www.tvnz.co.nz/one-news/new-zealand/one-news-investigation-spike-in-heavy-truck-licences-following-alleged-sale-fakes

Transport Engineer / April 12, 2016 Volvo Trucks has announced that operators can now benefit from fuel savings of up to 5%, thanks to upgrades to its FM, FMX, FH and FH16 models – delivered via engine efficiency and aerodynamic improvements to cabs and chassis. The latest improvements have now been introduced on updated engines which comply with the Euro 6 Step C regulation and aerodynamic optimisations made on the Volvo FH cab, with some weight optimisations on the chassis. Several changes have been made to engines, primarily the D11 and D13 versions, says Volvo. These include low-friction pistons, an improved turbo, a higher compression ratio, an enhanced camshaft and software updates, all of which contribute to the fuel reduction. Among the measures that will improve the aerodynamics and reduce air resistance include redesigned front spoiler, air deflectors, mudguards and a tighter wheel housing on the FH models. “Since fuel accounts for a third of hauliers' costs, every drop counts. We are constantly working on improving the fuel efficiency of our vehicles,” says Claes Nilsson, president of Volvo Trucks. “These are a number of small improvements that can ultimately lead to significant savings,” he adds. Fuel savings will depend on the truck specification and application. For a Volvo FH on long-distance operations, says the manufacturer, combined optimisations can improve fuel consumption by up to 3%. In applications such as timber transport, a saving of up to 4% can be achieved if the truck has the new I-Shift automated transmission with crawler gears and the new liftable tandem axle.

Transport Engineer / April 11, 2016 JL Priestley Bulk Services has expanded its fleet with five new Renault vehicles – three 44-tonne Range T tractors and two 32-tonne Range C 8x4s. Supplied by dealer Thompson Commercials (Boston), the Lincolnshire-based operator’s new additions come with a four-year full R&M contract. The Range Cs feature high roof sleeper cabs and are fitted with an Aliweld fixed high-side monocoque tipping body with hydraulic-operated tailboard, purpose-designed to match JL Priestley’s recycling operations. Good experience with the dealer was a key factor, says transport manager Paul Clark, as were truck features and performance. The Range T, he says, was a logical progression from its existing Renault Premiums. Plus, he says: “We found the Range C’s cab layout to be excellent and with all the strength and protection around it, coupled with the vehicle’s impressive payload of 19860kg, it’s an excellent choice for our operation. He adds: “Our drivers love them, too, and the icing on the cake is that we are getting an initial mpg increase of 0.4% and it’s still very early days.” .

Allison unveils latest off-highway fully auto transmission Transport Engineer / April 11, 2016 Allison Transmission is launching a fully automatic transmission for off-highway trucks today (11 April 2016) at the Munich BAUMA exhibition. Dubbed 6630ORS, Allison’s latest off-highway series transmission is an evolution of its 6000 Series, which it says delivers increased durability and performance. New engineering aspects include an internal damper and updated torque converter turbine, with what Allison describes as improved vane geometry as well as anodised surface treatment. Allison says the new transmission is a response to growing demand for articulated haulers carrying larger payloads. It points to Bell’s new 55-ton-capacity articulated dump truck, which now incorporates the Allison 6630ORS – also on display at Bauma. Additionally, Bell Equipment is showcasing its first B45E truck with an Allison 4700ORS transmission, which (along with its B40E and B50E models) will be moving from a sox-speed to the seven-speed transmission. This brings improved gradeability due to the deep first range and smaller ratio steps, resulting in better performance and fuel efficiency.

The new-for-2015 Delphi "F2E" common rail fuel system for Euro-6 (and EPA2010) spec engines is utilized on the 10.8-liter Volvo/Renault/Mack D11K/DTi11/MP7, 12.8-liter Volvo/Renault/Mack D13L/DTi13/MP8 and 16.1-liter Volvo D16K (16.1L). As you can see from the attached link, Delphi's F2E was designed to facilitate installing (retrofitting)) common rail onto an engine originally designed for unit pump injection (EUP). This is why it's inconveniently mounted within the Volvo's cylinder head. Volvo still needs a new properly designed common rail engine architecture. Essentially, F2E is a patch. I personally have a very low opinion of Delphi and its products in both auto and truck applications. Spun off from General Motors in 1999 and bankrupt in 2005, it closed/sold most of its US plants. The name Delphi is synonymous with the words cheap and troublesome. In the heavy truck segment, Bosch and Cummins-Scania XPI are superior. This is Volvo's current problematic unit injector, the Delphi E3: http://www.delphi.com/docs/default-source/old-delphi-files/e08c4a95-c689-4b00-a293-e8e3e1d81838-pdf This is the upcoming Volvo common rail system, the Delphi F2E unit pump to common rail retrofit: http://www.delphi.com/docs/default-source/old-delphi-files/cbefef53-e98a-4b4d-be04-57ea6536ede0-pdf

Scania at Bauma focuses on best possible total economy Scania Group Press Release / April 11, 2016 Scania is out in force at Bauma in Munich, the world’s leading trade fair for construction trucks, construction equipment and mining machines. Celebrating its 125 year anniversary, Scania has a long-standing record of supplying products that ensure the best possible total economy, regardless of application. At Bauma, Scania will exhibit five rough and tough vocational trucks, each tailored for demanding construction work. The real showstopper at Bauma is the Scania R 730 heavy-haulage 10×4 with the capacity to handle loads up to 150 tonnes or even 250 tonnes when permitted. Additionally, a 6×6 AWD mining truck will be displayed. Scania’s combination of robust products and connected services provides intelligent solutions that make all the difference. Its well-known characteristics such as low weight and excellent bodybuilding opportunities are at the fore. Strong upward trend Scania is presently enjoying a strong upward trend within construction, especially in the large European markets. “There has been growing recognition over the past few years of the fact that Scania also has the strongest offering in the construction segment,” says Christopher Podgorski, Senior Vice President, Sales and Marketing at Scania Trucks. “Scania’s vehicles and services perfectly match the characteristics and solutions being sought by operators today. On top of this, we have the most fuel-efficient powertrains and our quality is regarded as industry leading.” Scania Engines will exhibit its Stage V-ready engines at Bauma. Although the Stage V emission standards will not be required until 2019 Scania can offer compliant engines well in advance. Scania’s new range combines outstanding performance and total operating economy, and features engine-management and emission-control systems developed in-house. The new Stage V engine is based on state-of-the-art technology. All three platforms in the Scania line-up – 9-litre, 13-litre and 16-litre featuring output ranges from 202 kW to 566 kW. “Scania’s industrial engines are based on our successful Euro 6 engines for on-road applications,” says Anders Liss, Vice President Sales at Scania Engines. “Our first Euro 6 truck engines were introduced in 2012, and we now have a proven track record in this area.” Holistic mining approach At Bauma, Scania Mining’s holistic approach will be manifested. The portfolio contains an unequalled range of products and services. By optimising every stage, Scania can help increase productivity and thereby customer profitability. “We’re showing the full width of Scania’s range, with everything from robust tippers, service vehicles, tractor units, engines for industrial applications or for power generation and finally buses,” explains Björn Winblad, Vice President, Scania Mining. “All this together with a string of different services including pure consulting-services, all show our unrivalled strengths.” Scania’s focus is on helping mining customers to improve productivity, lower costs, and better manage risks, leading to improved business results. By plugging into each customer’s production processes and improving them by delivering a lower cost per ton, Scania can introduce mining customers into an era of lower expenditure combined with sustainable profits. Photo gallery - http://www.scania.com/group/en/scania-at-bauma-focuses-on-best-possible-total-economy/