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Today's Trucking / May 21, 2015 Truck operators in Western Canada say if there are going to be changes to regulations for tractors, trailers and engines they have got to meet the unique needs of their area. That’s according to the Canadian Trucking Alliance, which recently visited western carriers to get their views on potential changes to greenhouse gas (GHG) regulations that are expected to be released next month by the U.S. Environmental Protection Agency. Canada is expected to duplicate adoption of the rules. CTA said carriers operating in the west echoed the feedback it received at a special session at its annual general meeting in Scottsdale, AZ in March. They were adamant that if Ottawa is to bring in new vehicle, engine and trailer requirements, they must ensure that equipment imported into Canada is ready and proven to operate into the Canadian marketplace. This includes be able to withstand the area’s extreme weather conditions and be designed with failsafe measures to ensure drivers and equipment do not get stranded in remote areas. “It’s clear the carrier community and drivers cannot withstand another round of regulations that introduce more service and downtime issues for their vehicles,” said CTA Vice President of Operations Geoff Wood. According to CTA, due to changes in environmental regulations in recent years, carriers have needed to add between 10% to 20% more power units to build redundancy in their fleets just to ensure they have enough running trucks to service their customers. Fleets claim that drivers are being stranded in the middle of nowhere because of reliability issues, facing not only loss of income but severe cold and heat for countless hours. “Trucking costs related to downtime and service issues are through the roof. Our western carrier members said the only area for growth in trucking is in the towing and service industry,” said Wood. CTA said western carriers attribute these rising costs and reliability challenges to regulations forcing equipment suppliers to provide technology not ready for specific markets throughout Canada. These carriers also told CTA that Ottawa must start introducing equipment importation requirements into Canada that ensure such things like wiring and electronic systems are designed for winter operating conditions. CTA said it is set meet with eastern carriers over the coming weeks to get more input on similar equipment issues. Following these meetings, CTA, with assistance from the research firm FP Innovations, will prepare a position paper that reflects what it believes are the industry’s preferred technological approach to truck engines, tractors and trailers that will be impacted by the next round of GHG regulations.

Owner/Driver / May 22, 2015 It was a trip down memory lane when 260 classic trucks traced the old Hume Highway from Sydney to Yass on April 11, raising $30,000 for charity. Tamara Whitsed admired the Model Ts, W Models and everything in between. Video: http://www.ownerdriver.com.au/events-news/1505/haulin-the-hume/

Classic trucks to turn out at Penrith Owner/Driver / May 21, 2015 The Sydney Classic and Antique Truck Show will bring together vehicles from the early 1900s through to the 1970s. On Sunday, May 31, Penrith’s Museum of Fire will present the fifth Annual Sydney Classic and Antique Truck Show, where classic trucks, buses, fire engines and vehicles of yesteryear from across the country will be on display. The Museum’s grounds are also the venue for the annual Working Truck Show, which was held March 29. The trucks will range from the solid rubber boneshakers of 1914 through to the kings of the highway of the ’1960s and ’70. As well as the nostalgic displays, the show will feature free children’s rides and non-stop live entertainment. The superb vocal talents of the 3Bs will bring to life the melodies of The Bee Gees, while the classic rock of The Beetles will add to the retro atmosphere, reliving the sounds of a never forgotten era. Complementing those acts will be hilarious ventriloquist Darren Carr, Penrith Harmony, the talented Greg Weir and local group Tailgate. Award-winning Matt Falloon and his ‘Trained Balloons’ will take entertainment all day to a new level. In keeping with the museum’s theme, there will be demonstrations throughout the day by vintage-dressed firefighters showing off the skills of yesteryear as they put classic fire engines to work History will be relived with the historic police cars and bikes on display including the infamous Chargers. Patrons will also have the opportunity to take a journey back in time on one of the vintage double decker bus rides. Something for everyone including displays by Fire and Rescue NSW with live fire demonstrations of their Kitchen Fire Simulator together with the fascinating display’s of the Museum of Fire. Entry prices are adults $15 (includes up to three children under 16 free with paying adult) and concession $10. All rides and entertainment are free once inside the museum’s grounds. Gates open from 8am through to 3pm. For more information visit www.museumoffire.com.au or contact the Museum of Fire on 02 4731 3000.

Autoblog / May 25, 2015 The revitalization of Detroit has a long way to go, but it took another big symbolic step last week thanks to the efforts of Fernando Palazuelo. The Peruvian real estate developer bought the derelict Packard Plant roughly 18 months ago and his company, Arte Express, is paying to renovate it for business uses. He's begun with the pedestrian bridge over East Grand Boulevard that connected two plant buildings, draping it with a printed cover that makes the bridge look as it did in 1930. Right now that bridge is actually tired concrete supports holding up a span of graffiti-splattered brick and a bunch of smashed-out windows. Palazuelo says restoration of the entire 40-acre site "could take decades and total $300 million," but he has vowed that the bridge restoration will be completed next year. According to a report in the Detroit Free Press, the first few tenants shouldn't be that far behind. Related video: http://www.autoblog.com/2015/05/25/detroit-packard-plant-restoration-video/

Navistar Trail Magazine / Spring 2015

Australasian Transport News / May 22, 2015 Mack Trucks has used the Brisbane Truck Show to announce a major fleet deal. Big eastern refrigerated produce specialist Lindsay Transport has chosen the flagship Super-Liner as one of their prime movers of choice for their long-distance interstate linehaul fleet. Rob Dummer, Lindsay’s general manager operations, says with 11 Super-Liners in operation and 10 more on order, the truck ticks the boxes for most applications. "We’ve got the Super-Liners on the Bundaberg-Melbourne run, and we’ve been running them hard," Drummer says. "The first batch has been in service for almost a year and they’ve already done over half a million kilometres. "The area we cover is huge, and each truck is booked in for its next load before it has delivered the last. "The trucks never stop, each one will have six or seven different drivers in it over a week, and we’re covering around 10,000km a week." Drummer says the trucks have risen to the challenge of doing more than double the average industry mileage, and their reliability has been excellent. "They’re good value for money and the driver acceptance has also been very high," he says. "With the MP10 and the mDrive automated manual transmission it’s just like driving a big car. "All the gear changes are very smooth, which means the drivers can concentrate on the road." Drummer says fuel efficiency was a major factor in the decision to buy the Super-Liner. "We spend over $40 million a year on diesel, so the smallest improvement in fuel consumption has a big impact. "If we can get just one truck up from 1.7km per litre to 1.8, that equates to a $15,000 saving on that truck per year." Drummer is bringing in Mack’s trainers to show his own trainers how to minimise fuel consumption. The Super-Liners are currently running at 600hp (441kW), but Drummer is beginning a trial comparing how they go at 685hp (504kW). "Mack’s a company that’s been around for a long time and they’re clearly here for the long term," he says. "From the perspective of an Australian owned-and-operated company, having a local manufacturing facility is important. Lindsay is growing, and we’ll be expecting Mack to grow with us." .

The Morning Call* / May 22, 2015 Mack Trucks is hauling a double-digit increase in deliveries through the first four months of the year. So far this year, Mack has delivered 8,895 heavy-duty trucks worldwide, up almost 1,070 — or 14 percent — from the same period in 2014, according to a report released Thursday by the Sweden-based Volvo Group, Mack's parent company. The increase in deliveries this year is being driven by strong growth in the North American and South American markets for Mack. In North America 8,228 trucks were delivered, up from 7,326 during the first four months of 2014. Mack also has delivered 393 trucks in South America this year, an increase from 218 last year. "Mack continues to see strong demand for our heavy-duty trucks across all market segments from customers looking to boost their bottom lines by replacing aging vehicles with newer Mack models that bring better fuel efficiency, improved productivity and greater reliability," Mack spokesman Christopher Heffner said in a statement. "Mack also has been successful in attracting new customers to our brand." All Mack trucks built for the North American market are assembled at the company's facility in Lower Macungie Township. The facility, known as the Macungie Cab & Vehicle Assembly Facility, has approximately 1,950 employees, Heffner said. As demand for Mack trucks has increased, Heffner said, the company has hired about 290 employees at the Lower Macungie plant since January 2014. Regarding future hirings, Heffner said: "We monitor the market and adjust our employment needs based on market demand." Across the heavy-duty truck industry, many international markets are sluggish or declining. But sales in North America are strong and the forecasts are promising. For example, Volvo, in its first-quarter report, said it expects the total North American retail market for heavy-duty trucks to increase to about 310,000 vehicles in 2015. In 2014, the market increased by 14 percent to 270,300 vehicles, according to Volvo. In addition, according to Wards Auto data, sales on medium- and heavy-duty trucks, classes 4 through 8, are up 13.5 percent compared with a year ago. The growth has caught the attention of companies like Denso Corp., a global automotive supplier based in Japan. In mid-April, Denso announced it would expand its North American research and development capabilities to include heavy-duty and commercial vehicles. Jim Mele, the longtime editor in chief of Fleet Owner magazine, said many truck manufacturers are up about 10 percent this year and more companies are adding extra shifts and granting more overtime. "All the truck manufacturers are seeing strong sales," said Mele, who is based in Stamford, Conn. Volvo, the world's second-largest truck-maker, has delivered 66,041 trucks through the first four months of the year, up 3 percent from the same period last year, when 64,199 trucks were distributed. In 2001 Volvo bought Mack Trucks, which moved its headquarters from Allentown to North Carolina in September 2009. Through the first four months of the year, Mack deliveries are up 14 percent. Here is the market breakdown: • North America: 8,228 (up from 7,326) • South America: 393 (up from 218) • Asia: 23 (up from 3) • Other Markets: 251 (down from 280) Total Trucks Delivered: 8,895 (up from 7,827) Source: Volvo Group * The Morning Call, Pennsylvania's third largest newspaper, has served the Leigh Valley including Allentown, Bethlehem and Easton with distinction since 1883.

The Mk 2 was an impressive truck (http://www.bigmacktrucks.com/index.php?/topic/30332-when-ford-roamed-the-world-the-transcontinental/?hl=transcontinental). I need to put out more info on the Continental. Few Americans know about this impressive Ford heavy truck and the company's global truck efforts.. Seddon/Atkinson, ERF and Foden all built some very impressive trucks.

The Dongvo* (Dongfeng-Volvo) Quester**-producing joint venture, which produces for the China market, is certainly falling on its face. Just 8 trucks delivered in April and 64 year-to-date, in the world's largest truck market that saw 744,000 heavy trucks sold in 2014. * http://www.dongvo.com/en/index.php ** http://www.bigmacktrucks.com/index.php?/topic/32503-volvos-ud-truck-unit-launches-quester-heavy-truck-brand-for-emerging-markets/?hl=quester

Bloomberg / May 21, 2015 Volvo AB reported on Thursday that deliveries under its truck operations in April 2015 amounted to 17,715 vehicles. This was an increase of 8%, as compared with April 2014. According to the company, during the month, truck deliveries rose by 24% in Europe and by 18% in North America. Deliveries in South America were down by 42%, while deliveries rose by 9% in Asia. .

The Daily Press / May 19, 2015 Liebherr USA has dropped — at least for now — most of a major lawsuit accusing former workers at its Newport News manufacturing plant of conspiring with Chinese companies and others to rip off Liebherr truck designs. Liebherr's attorneys, with the Norfolk law firm Willcox & Savage, have told Newport News Circuit Court Judge Timothy S. Fisher that they will "nonsuit" the case against most defendants. That's a legal mechanism that allows the claims to be dropped now, but resurrected if it's refiled within six months. The motion avoids an immediate trial in the case. High-priced lawyers have spent thousands of hours preparing for a trial that was to begin July 27 and last several weeks. With motions, depositions and exhibits, the original 2011 lawsuit contains several boxes of documents at the courthouse. Brett A. Spain, the lawyer who filed Liebherr's motion for the nonsuit, could not immediately be reached for comment on the reason for the request. But George H. Bowles, an attorney with Williams Mullen who is representing one of the defendant Chinese manufacturing groups, said Liebherr's lawyers have explained in part that they wanted to add another defendant to the case. Fisher had previously told lawyers from both sides that he would reject any motions to delay the trial by way of a "continuance" request. But plaintiffs have the absolute right to nonsuit a case one time during litigation without a judge standing in the way. A hearing will be held June 1 for the final wording of the nonsuit order, as well as to consider a "default judgment" against China Aerospace Science and Industry Corp., a Chinese company that has recently elected not to defend itself in the case. Under the legal rules for a nonsuit, Liebherr will have six months to refile the lawsuit against the remaining defendants, unless the statute of limitations hasn't yet expired. The case will be dismissed if it's not refiled on time. Liebherr USA is a division of a Switzerland-based manufacturing group, Liebherr-International AG, founded in 1949. Liebherr mining trucks — built at a Newport News manufacturing plant off Interstate 664 — stand 29 feet tall and have a carrying capacity of 400 tons. That dwarfs a normal dump truck, which stands about 10 feet tall and has a 40-ton payload, or only a tenth the capacity of the Liebherr trucks. In the 2010 lawsuit, Liebherr Mining & Construction Equipment accused six former workers at the Newport News factory of conspiring to steal thousands of sensitive documents from the plant. Liebherr's suit also accused a Detroit engineering firm, Detroit Heavy Truck Engineering, of serving as a conduit to Chinese companies, and two Chinese manufacturing partnerships, accusing them of imitating a Liebherr diesel truck with a 400-ton payload. The complaint asserts that the documents — from truck designs to vendor information to factory layouts — allowed the Chinese firms to build the trucks "in a fraction of the time, at a fraction of the cost, and with a fraction of the manpower as could be accomplished by lawful means." If the theft isn't reversed, Liebherr contends, "American manufacturing jobs will be lost" to companies that have ripped off technology and processes that took decades and millions of dollars to develop. All six workers — as well as the Detroit firm and the Chinese companies — have denied the allegations against them. The original defendant worker died about a year ago. Related reading: http://www.bigmacktrucks.com/index.php?/topic/39510-liebherr-accusing-workers-chinese-companies-of-copying-mining-truck/?hl=liebherr

I'm very surprised to hear that. Did you drive a Mk 1 or a Mk 2 ?

Correct! Most Americans could never imagine Paccar building Ford trucks. After Ford car production at Amsterdam ceased in 1978, Ford’s plant was underutilized with only Ford Transcontinental Mk 2 heavy truck production still taking place. Paccar purchased UK-based truckmaker Foden in 1980. At the end of 1981, Ford decided to shut down its plant in Amsterdam and have the Paccar-owned Foden plant in Sandbach, Cheshire (UK) assemble their global market heavy truck range under contract, which it did in 1982 and 1983. The last of Ford’s legendary Transcontinental global heavy truck range rolled off the line in early 1984. It's impossible to forget those beautiful Ford blue Cummins Formula E engines in the Transcontinental. Related reading: http://www.bigmacktrucks.com/index.php?/topic/30332-when-ford-roamed-the-world-the-transcontinental/?hl=transcontinental

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Most had brass bushings (10QK157). To be clear, the rubber bushing was standard on the (fabricated axle housing) SS440 suspension, and optional on the SS441 (cast axle housing) suspension. It was a $210 option on the SS441, and 20 pounds lighter than the brass bushing configuration.

No, the rubber bushing was offered on 44,000lb camelback suspensions. And it should have a transverse torque rod. Did you buy Mack or aftermarket rubber trunnion bushings? What's the part number you bought? You should have used Mack part-no. 10QK219P2, and coated them with 20 weight non-detergent oil (per the Mack service bulletin) at installation.

From the bumper and fuel tank spec, I suspect it's an ex-Overnite unit. On the horn button, does it say who the truck was built for?

Car & Driver / May 2015 The Ram Rebel 1500 is not the brand’s response to the Ford F-150 Raptor. Nor is it a competitor for the scandalously lifted, mega-tired, hard-core rigs that can be caught prowling sand dunes or posing on the SEMA show floor. No, despite its defiant name, the Rebel is a wholly cooperative vehicle. Essentially a Ram 1500 outfitted with off-road duds, the Rebel packs the same towing and cargo-hauling capabilities and comfortable cabin as a regular 1500, but it offers from the factory the kinds of upgrades that a buyer with an itch for casual off-roading might piece together from the aftermarket. Before we get into the mechanical upgrades, let’s address the exterior. As we noted when the Rebel debuted at the 2015 Detroit auto show, the large grille—which has neither a bit of chrome nor even a hint of a crosshair—is a pretty big departure. Instead, brand identity is handled by the massive “RAM” lettering on the blacked-out grille and on the tailgate. It certainly won’t appeal to wallflowers, but then the name “Rebel” should have tipped you off from the get-go, right? Below the grille is a powder-coated steel brush guard/skid plate (additional skid plates protect the oil pan and the transfer case); above it is a twin-snorkel aluminum hood. Wheel-well flares borrowed from the Power Wagon frame unique 17-inch aluminum rims shod with 33-inch-tall 285/70 Toyo Open Country A/T tires. Behind the Bravado To back up the ornamental bravado, Ram gave the Rebel some real hardware, too, fitting specially tuned Bilstein dampers, a slower steering ratio, and a softer rear anti-roll bar. What’s more, the Rebel’s air suspension provides for an additional inch of maximum lift (the Rebel’s standard ride height also is one-inch higher than a non-Rebel’s; thus, with the air suspension at full stroke, the Rebel, in the immortal words of Spinal Tap’s Nigel Tufnel, goes one more). Suspension fully extended, the Rebel has an approach angle of 25.3 degrees, easily beating the 17.9-degree number of the 2015 Chevrolet Silverado 4x4 but falling a cactus needle shy of the 2015 Ford F-150 4x4’s 25.5 degrees. Still, the Rebel is no rock climber, despite its graphics. The Rebel goes on sale in July and comes only as a Crew Cab with the five-foot seven-inch bed. The base price will be approximately $45,000. The quartet of Rebels available during our excursion were all equipped with the 5.7-liter Hemi V-8, eight-speed automatic transmission, on-demand four-wheel drive, and a 3.92:1 axle ratio. The 3.6-liter Pentastar V-6 also will be available in combination with the eight-speed auto and part-time 4WD; the Rebel is the only way to get the 3.92 rear axle with the six-cylinder. Those interested in the Rebel-lious look alone can get a two-wheel-drive version, which comes paired only with the 5.7-liter V-8. A 3.21:1 rear axle is available for any V-8 models, but we wouldn’t bother with it. Capability is unaffected by the off-road makeover, with the 5.7-liter 4x4 Rebel sporting the same 1530-pound payload as the standard 1500 and a 10,130-pound tow rating, a scant 20 pounds less than a comparable non-Rebel. Likewise, EPA fuel-economy estimates are unchanged at 15 mpg city and 21 highway (22 mpg highway with rear-wheel drive). On the Surface of the Moon To see just how well the spate of Rebel-specific tweaks performs in the wild, we headed to the mountainous region of northern Arizona, at times climbing to more than 8500 feet above sea level while traversing the San Francisco Volcanic Field. Last active sometime between 1040 and 1100 AD, the volcano fields lay adjacent to the Kaibab and Coconino national forests, giving us a variety of terrain over which to abuse the Rebel—all in the name of journalism, of course. To ensure we brought the four pre-production units back alive, a pair of hard-core, winch-equipped Ram 2500 Power Wagons led the way. Traveling on the paved roads leading out of Flagstaff, the Rebel felt decidedly Ram 1500–like. Despite the slower steering and tread-tastic Toyo tires, this Rebel displayed the same docile road manners and consistent braking behavior as its more reserved siblings. If it weren’t for the bright-red anodized vent rings and steering-wheel stitching, plus the “Rebel” logo on the glove box, you’d have no reason to think you were in anything but a Ram 1500. Well, there were also the black-and-red seats, which, in addition to being all-day comfortable and supportive, feature a shadow print of the tires’ aggressive tread pattern. Black-and-red floor mats with channels deep enough to capture all the mountain mud we could track into the cabin are a welcome touch. Driving on pavement, we became a bit concerned—the tires seemed far too quiet to be worth a darn off the road. Concerns regarding traction were abated, however, as we entered Cinder Hills OHV Area, the tires sinking into the deep, gravel-like ash that coats sections of the area’s 13,000-plus acres. Our trucks were equipped with the “anti-spin” rear axle. Although not a true locker, it did a good job of ensuring that the V-8’s 395 horsepower and 410 lb-ft of torque—the same ratings as in the standard 1500—were fed to both rear wheels as they churned through the seemingly limitless supply of volcanic ash. (Fun fact: NASA used sections of the area to simulate, in 1:1 scale, the moon’s surface to prepare and test equipment for the first lunar landing.) When it came time to climb, we shifted into four-wheel drive via the dash-mounted button and proceeded to ascend tight, twisty, not-quite two-tracks with aplomb, kickbacks and driveline binding either nonexistent or masterfully concealed by the power steering. A gravel plateau about halfway up one of the steepest climbs proved to be an excellent playground for whipping up a cloud of “space dust” by spinning wider and wider circles into the ash. Despite our best efforts, the winches on the Power Wagons remained unused. The preferred technique for descending consisted of leaving the transfer case in low range and selecting a gear—generally first or second—via the wheel-mounted gear-selector buttons and idling downward using engine braking. Traction control is disabled in low range, so on descents like this, with Wile E. Coyote cartoon–style cliffs bordering the trail, it’s better to keep it slow and steady rather than mucking up things with excessive pedal inputs. After a short jaunt on paved roads, we hit the kind of terrain owners are likely to encounter most frequently: muddy two-tracks. Again the Rebel persevered, slipping and sliding across the muck, but never out of control. When it began to snow, the fun factor increased exponentially. This is when we were nearly rear-ended by an overzealous driver in one of the Power Wagons. Thankfully, he chose the ditch over the large “RAM” target affixed to our tailgate. Now, we did see a Nissan Sentra artfully plying the same paths, but it’s likely the driver was a local, or maybe just huffing bath salts. Later, we managed to ditch our official and gracious group leader and found some beautiful trails that branched vein-like from the main arteries, and which guided us higher and higher through stands of ponderosa pines. Steep and rock-strewn, it was here the Rebel felt most at home. Competent enough to traverse the toughest terrain that 90 percent of owners will ever likely encounter, the Rebel doesn’t have to be a baby monster truck. Whether the fact that it tries to look like one is a good or bad thing, we’ll leave it to you to decide. Photo gallery: http://www.caranddriver.com/photo-gallery/2015-ram-rebel-1500-4x4-57l-hemi-v-8-first-drive-review

Press Release / May 20, 2015 Numilog, a major player in the Algerian road haulage and logistics sector, has once again demonstrated its confidence in Renault Trucks by acquiring 195 new “Road C” on-highway tractors This sale brings the number of Renault Trucks vehicles in Numilog’s fleet up to 377 units. This acquisition predominantly concerns Renault Trucks Road C 4x2 tractors fitted with 11-liter 440 horsepower DXI engines and Optidriver AMT transmissions. Related reading: http://www.renault-trucks.co.za/c-road/ .

Prime Mover / May 18, 2015 Field testing of Cummins’ new 11.8-liter Euro-5 global heavy truck engine, the ISG12, has begun in Australia. Produced by Beijing Foton-Cummins Engine Company in China, the ISG12 is being tested in Australia with peak outputs of 500hp and 1700lb/ft of torque. Four of the 12-litre engines will eventually be running with fleets in various truck manufacturers’ chassis. Release of the ISG12 in Australia and New Zealand is likely in late 2016 - following field test and pre-production validation. The ISG reportedly achieves an engine weight of 860kg in a compact package, and uses selective catalytic reduction (SCR) technology to dose AdBlue/DEF (Diesel Exhaust Fluid) into the exhaust stream. The ISG12 also incorporates Cummins’ XPI (Xtra-High Pressure Injection) common-rail fuel system, derived from the 15-litre ISXe5. With multiple injection events driven by Cummins electronic controls, the XPI fuel system contributes to the peak torque of 1700 lb/ft and torque rise as high as 60 per cent. Generating injection pressures in excess of 30,000 psi, XPI also reportedly improves combustion and fuel economy while helping lower noise. Note: The Foton-Cummins produced 10.5 and 11.8 ISG engines are decontented and simplified versions of the 11.9-liter ISX12. Both engines are loosely based on the 13-liter ISZ “Dakota” engine platform developed in the late 1990s. The 13-liter ISZ was intended to fill the gap between the 10.8-liter ISM and the 15-liter ISX. The ISZ was originally offered exclusively to Navistar in early 2001 for the first two years. Navistar declined, and instead entered into long-term engine supply agreement discussions with Volvo. By the end of 2001, no agreement had been reached between the two companies and the talks ended. The ISZ finally came to rest in China at Dongfeng-Cummins Engine Company. .

Driving the new Cat CT680 vocational truck Truck News / May 19, 2015 It felt counterintuitive, even ill-advised, but I put my faith in the Cat guy sitting in the passenger seat and stopped the CT680 halfway up a long 18% grade topped with loose gravel. Brad Zingre told me to transition from brake pedal to throttle and slowly depress the accelerator – don’t mash it. I did as he instructed and the truck eased effortlessly up the grade, as though it were flat and as though there weren’t 28 tons of boulders inside the side-dump Trail King trailer we were pulling. “This engine’s stout!” he beamed. This demonstration, conducted at Caterpillar’s sprawling 6,500-acre Tinaja Hills test centre and proving grounds south of Tucson, Az. was the grand finale in a day-long demonstration of the CT680, the newest addition to Cat’s line of Class 8 vocational trucks. Cat got into the truck business in 2011 with the introduction of the sleek, set-back axle (SBA) CT660. It followed that truck up late last year with the pug-faced CT681, a set-forward axle (SFA) no-frills truck designed to be functional, if not beautiful. The brand new CT680 rounds out the line and features the longest cab of the family, with a 124-inch BBC (bumper-to-back-of-cab) measurement, just slightly longer than the CT660 and a full 10 inches longer than the CT681. This time, Cat is smartly offering the new truck in two exterior styling configurations – one for image-conscious customers who care about ease of repairs and another for those who are resigned to the fact their truck’s going to get banged up and probably aren’t too worried about it. The CT680L is the truck you’d bring to the show’n’shine. It features a three-piece Metton hood, three-piece chrome bumper and three-piece stainless grille surround. These give the truck a distinctive look and damaged sections can be easily replaced so the truck can be kept looking good throughout its life. The CT680LG comes with a one-piece fiberglass hood, three-piece black bumper and integrated fiberglass grille surround. It’s a plain Jane CT680 but every bit as capable of getting the job done. Both can be had with dual external air cleaners, for easier serviceability in dirty environments and for that classic-styled look befitting a truck with a long, square hood. The other key difference between the two offerings is in the lighting: The L features composite halogen headlights and incandescent park/turn signals, while the LG comes with sealed-beam halogen headlights and LED park/turn lights. Naturally, Caterpillar chose to make the sexier CT680L available for rides and drives in mid-May. I was awfully happy to get one in Viper Red, because what could be more appropriate for a drive in the Arizona desert? For the on-road portion of the drive we hooked on to a side-dump trailer loaded up with 28 tons (about 62,000 lbs) of boulders. The ‘stout’ engine under the hood was Cat’s CT 13 rated at 475 hp and 1,700 lb.-ft. of torque. It’s well known this engine is a Navistar N-13, re-programmed and re-rated by Cat for vocational applications. It’s available in three power ratings: 410 hp/1,450 lb.-ft.; 430 hp/1,550 lb.-ft.; and 475 hp/1,700 lb.-ft. Cat officials revealed at the CT680 launch that a 15-litre is coming later this year. Both the CT660 and CT680 were designed to accommodate it and Cat’s CX31 automatic transmission, rated at 1,850 lb.-ft. of torque, can too. While they were tight-lipped about who their engine partner will be, there’s really only one possibility and the bigger question would be: will it be painted red or yellow? We’ll have to wait to find out, but the 15-litre engine will be a welcomed addition, especially here in Canada. Even before climbing inside the CT680, it’s clear Caterpillar engineers have had their way with this truck and where appropriate, they haven’t been shy about straying from industry norms. The hood opens differently. Instead of mounting a grab handle to the front of the hood and requiring drivers to plant their foot on the bumper and heave it open, they’ve placed two handholds along the side, allowing for easier lifting. The exterior grab handles are textured for a better grip when climbing into the truck, though the external air cleaners on the one I drove seemed to limit the door opening. Even so, climbing in was no problem. The interior of the cab is where Cat really went to town with this truck and evidence of this can be seen everywhere. Round vents are said to deliver more efficient heating and cooling and on my drive in the Arizona desert the A/C kept the cab comfortably chilled. The gauge cluster has been carefully arranged to ensure the most important gauges are always visible through the steering wheel. This includes consolidating the speedometer and tach so that both road and engine speed can be determined with one, quick glance. Extra wide rocker switches snap authoritatively into position, making them easier to activate with gloves on. “They’re nice and wide and you get a nice tactile feel with those switches, so you can tell you’ve engaged that switch and you can keep your eyes on the road,” Zingre explained. They’ve also been logically placed on the centre stack, with the most frequently used of those switches located closest to the driver. And the centre stack itself is angled towards the driver, providing a cockpit feel with everything within easy reach. The CT680 I drove featured a one-piece windshield but if you’re worried about chips and cracks, a two-piece is available. A long, flattish hood extends in front of that windshield but all-around visibility isn’t bad. The cowl-mounted sideview mirrors have been positioned far enough back to afford a good left-right view at intersections and also excellent visibility of the space around the truck and trailer. Those mirrors are heated and also feature an integrated turn signal. One small detail I didn’t like is that the signal light stalk was a bit of a reach from the steering wheel; you pretty much have to take your hand off the steering wheel to activate the turn signals, rather than flicking them on with one finger while keeping both hands on the wheel. The CT680 was comfortable to drive. It seemed everything was just right in terms of driver comfort – the positioning of the elbow rests, the angle of the dead pedal, etc. The seat was comfortable and the ride was smooth. The interior has an automotive-type feel to it, with soft-touch materials that look and feel nice but are also easy to wipe clean. The standard leather-wrapped steering wheel is just one example of this, but other examples can be seen throughout the cab. Even the flooring has extra matting to provide better insulation from ambient sound and noise. The CT 13 is a quiet engine and combined with the well-insulated cab, this is a quiet truck to operate. As for drivability, I really enjoyed the CX31 transmission produced by Cat itself. It’s a six-speed torque converter-style automatic transmission that communicates well with the CT 13 engine and provides seamless powershifting. Cat claims this transmission boasts the industry’s best power-to-weight ratio. The shift console is located fairly far back on the driver’s seat, so that you have to turn your head a full 90 degrees from the road if you want to confirm the gear you’re in, but there’s little need to fret about gear selection with this transmission; it’s on the mark, all the time. About 50% of Cat trucks are being ordered with the CX31, but Eaton automated and manual transmissions are also available as options. The engine, with its graphite iron block, weighs up to 200 lbs less than other 13Ls on the market and coupled with the aluminum alloy cab provides a total weight savings of 400-600 lbs. That can be converted straight into revenue-generating payload. The Jake brake on this truck was incredible – and incredibly quiet, at least from inside the well-insulated cab. The route we drove was fairly hilly and we were heavily loaded but I seldom required the maximum engine brake setting. Off-road, it kept the truck reined in down an 11% grade, no problem. The ride quality was also exceptional. Cat guys attribute this to the parabolic taper leaf spring suspension that’s standard on this truck and now an option on the CT660. Any lingering perceptions that this is an International truck with a Cat logo on the hood are grievously inaccurate. Yes, Navistar provided the donor chassis upon which the CT-series trucks were built but it’s a true, genuine Caterpillar piece of equipment. As such, it can be serviced through Cat’s network of 400 dealers in the US and Canada. Back at Tinaja Hills is where Zingre saved the best for last – a demonstration of the CT 13’s pulling power. As already mentioned, the engine easily passed this test. Zingre, who comes from a trucking family where horsepower was always king, said many customers are surprised by the power put out by this 13-litre engine. The truck I drove was rated to 120,000 lbs GCW. However, he also acknowledged there’s a time and place for 15-litre power and that is especially true in Canada. The new CT680 rounds out Cat’s vocational truck line and gives it more complete coverage of the segment. Offering it in two exterior stylings also gives this model broader appeal to what is a diverse customer mix. Add to that a proven 15-litre engine and it seems Cat is poised to become a bigger player in the vocational truck segment. The spec’s: Truck: 2016 Cat CT680L 6×4Engine: CT 13 475 hp, 1,700 lb.-ft. torqueTransmission: CX31 automatic, first-generation controls, six-speed, includes oil level sensorFront axle: Meritor MFS-13-143A wide track, I-beam type, 13,200-lb capacityRear axles: Meritor MT-40-14X-5DCR-P, single reduction, 40,000-lb capacityRear suspension: Hendrickson HAS-402-55, 40,000-lb capacity, 9.5” ride heightRelated pictures: http://www.trucknews.com/transportation/driving-the-new-cat-ct680-vocational-truck/1003065685/

Navistar to Use Indiana Proving Grounds For Extensive Testing Heavy Duty Trucking / May 19, 2015 The former Bosch, Bendix and Studebaker proving grounds near New Carlisle in northern Indiana is open for business under new ownership: Navistar Inc., which took it over as of April 1. The company showed off the facility to industry reporters today with a multi-vehicle ride-and-drive that covered many of the on- and off-road testing paths on the sprawling 668-acre site. Its main feature is a 3-mile paved and banked oval that allows steady 65- to 70-mph cruising by heavy tractor-trailers, something Navistar engineers never had before, executives said. The facility is replacing Navistar’s old technical center in Fort Wayne, a much smaller property that is being sold. The New Carlisle proving grounds also include shops and equipment that allow extensive testing and maintenance of the wide variety of trucks and buses that Navistar builds. Navistar bought the facility from Robert Bosch, the German component maker that had acquired it from Bendix Corp. in the 1990s. “Bosch didn’t use it anymore,” said Dennis Mooney, vice president for global product development. “We were really lucky. We got it for a really good price,” though he declined to say what it was. “This falls in with our emphasis on uptime,” he said. “We’ll use it to make our trucks even more reliable.” Executives and technicians showed off 14 International heavy trucks and tractors and four medium-duty models and allowed reporters to drive them on the long track, across rough testing surfaces and off-road courses. These were samples of the type of rigorous testing that the company can now do on its own property instead of renting time at other firms’ facilities. Previous owners rented various parts oif the premises to other companies for testing and Navistar intends to continue that practice. In a typical year, 50 different suppliers and truck builder conduct testing, said Steve Nash, director of operations who works out of Navistar’s engine and engineering center at Melrose Park, west of Chicago. One current tenant is Daimler Trucks North America, which uses a large shop and the various tracks to test Freightliners. Daimler has two years left on its Bosch contract and is welcome to stay at New Carlisle, Nash said. The proving grounds are about a 90-minute drive from Navistar’s headquarters in Lisle and Melrose Park, so the facility is convenient to engineers and executives there, Nash said. Fort Wayne is another 90 minutes to the southeast, and was not easy for Chicago-area people to get to. Aside from the high-speed paved track and off-road courses, the proving grounds also include: Brake testing capabilities which include infrastructure, complete instrumentation and computerized data acquisition;Structural durability testing and accelerated-mile accumulation with road profile capability using accelerometer and strain gage data and multiple road surfaces including chatter, impact, cobblestone, undulating, resonance road surfaces, gravel, body/chassis twist event and off- road surfaces; andSpecialized testing such as vehicle noise and handling, center-of-gravity, rollover and roof crush testing, grade-ability up to 60%, traction control, powertrain durability among others.“The new Navistar Proving Grounds is a strategic addition to our product development operations and will play an important role in our mission to deliver industry-leading uptime for our customers,” said Bill Kozek, president, Navistar Truck and Parts, in a statement. “Beyond testing our latest vehicles and innovative technologies, we will also use the site as a customer center to showcase new products and give customers an opportunity to experience our vehicles firsthand.” .

You are a lucky man. WM-300? What year? That truck will never wear out - literally. Be sure to flush your brake fluid annually if you run DOT 4 and don't drive it regularly. An alternative, I've had good experience with Motul RBF600 synthetic brake fluid to virtually eliminate moisture issues. https://www.motul.com/ca/en-us/products/oils-lubricants?f[application]=144

Trailer/Body Builders / May 18, 2015 Tipper trailer manufacturer Hamelex White Won “Trailer of Show” at the Brisbane Truck Show for its new VersaBOLT range of trailers boasting a modular construction that the company says will shorten lead times and dramatically reduce downtime. Show judges took into account various categories such as its innovation, safety and appearance. Craig Wallace, general manager of tippers at Hamelex White’s parent company, MaxiTRANS, said that the development came as a result of extensive customer consultation. “Feedback suggested that many tipper operators would greatly appreciate a trailer that can be delivered sooner upon winning a contract and that has greater ease of servicing,” he said. “VersaBOLT is Hamelex White’s solution to that feedback. “The VersaBOLT name is derived from the words ‘versatile’ and ‘bolted.’ At the heart of the concept is a modular design, which will enable us to quickly and effectively manufacture a variety of trailers for a broad range of applications.” He said VersaBOLT allows Hamelex White to build any trailer configuration, for any application and from any one of MaxiTRANS’ manufacturing and service facilities, expediting lead times. “What it means is that if we are approached by a customer in Queensland looking for a low tare dog tipper for quarry applications, we can select aluminum floor and wall modules, install them in our Queensland facility and have a tipper on the road within a matter of weeks. “Conversely, if we are approached by a customer in South Australia looking for a grain semi-tipper, we can use our low tare steel modules, install them in SA and deliver that equally as quickly. “Effective immediately, dog trailers and rigid bodies are available in steel or Hardox. In the very near future, semi-tippers and aluminum construction will be available as well.” A major additional benefit of the VersaBOLT design is ease of repair, with bolted floor, wall, tub base, front wall, rear frame and the mudguard sections. The bolted construction ensures each of these can be removed and replaced if worn or damaged, minimizing downtime. Furthermore, hinges on the VersaBOLT have been cleverly hidden below the top rail for simple tarp movement, while the trailer comes with a clever two-way tailgate which can be easily switched between side or top-hinged. “By engineering hinges beneath the top rail, the tarp can move smoothly all the way to the back of the trailer without obstruction,” says Craig. “While the two-way tailgate enhances the VersaBOLT’s versatility and possesses an added safety benefit in that it can be operated from a secure position beside the trailer.” The VersaBOLT model Hamelex White chose to display in Brisbane was a PBS pre-approved 4 Axle Dog, built for heavy duty rock transport and featuring Hardox steel construction. Related Reading: http://www.hamelexwhite.com.au/hamelex-white-releases-revolutionary-versabolt-wins-best-trailer/ .

Today's Trucking / May 18, 2015 Truck and engine manufacturer Navistar Inc. on Monday announced the opening of the Navistar Proving Grounds in New Carlisle, Indiana where the company will test its entire portfolio of products, including its Class 5-8 trucks. Recently purchased from Robert Bosch LLC, the 668-acre site includes a three-mile paved and banked oval. According to the company, the facility will allow it to perform many different types of testing including for vehicle noise and handling, center-of-gravity, rollover and roof crush testing, grade-ability up to 60%, traction control and powertrain durability, among others. "The new Navistar Proving Grounds is a strategic addition to our product development operations and will play an important role in our mission to deliver industry-leading uptime for our customers," said Bill Kozek, president, Navistar Truck and Parts. "Beyond testing our latest vehicles and innovative technologies, we will also use the site as a customer center to showcase new products and give customers an opportunity to experience our vehicles firsthand." This new facility is located about 90 miles from Navistar's headquarters in Lisle, IL.