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Fleet Owner / May 18, 2015 It’s one thing to get a first look at new trucks at the Mid-America Trucking Show every year, it’s another to actually climb in the cab and take one for a spin. So a few weeks after the trucking press got the technical details and some show floor photos at MATS, Kenworth Truck Co. invited a handful of editors to the Chillicothe, OH, assembly plant to see how the trucks are built and, more importantly, to take a range of products out on the road. Let’s compare and contrast the Class 8 highway trucks Kenworth had on hand: The ICON 900, the T680 mid-roof sleeper, and the T680 Advantage. ICON 900 The ICON 900, unmistakably, is a classic W900L—only more so. For anyone who’s been behind the wheel of a modern, aero-styled tractor lately, the first thing you’ll notice is the hood—because you can’t miss it. By comparison, it’s like driving with a flight deck for a front end. And if you’re of a certain age, it’s like a time machine—with an angel/devil on your shoulder whispering ‘find me a load—a big one.’ But whispers won’t cut it once that Cummins ISX15 and its 550 horses shake to life. Paired with the Fuller 18-speed transmission, this machine is now begging you to go to work. On the road, the phrase ‘be careful what you ask for’ comes to mind. Rolling through the lovely hills, farmland and horse country of central Ohio will keep your gear-shifting skills fresh (an automated transmission is optional, however). And the rumble of the big ISX comes through loud and clear, but it’s a sweet base line resonating through the large chrome air cleaner cans on either side of the cab—with the melody notes provided by the rise and fall of the turbo whistle. This is not a truck for rookies, at least not on narrow, winding country roads. (Did I mention the wheelbase is a whopping 280 inches?) Not that driving it is hard or uncomfortable—the ICON 900 is, after all, a very modern piece of engineering, and the high-back leather seats don’t hurt—but it doesn’t drive itself. And that’s how Kenworth is marketing the immodestly named ICON: “a trucker’s truck.” “It’s been a great launch, right out of the gate,” said Kurt Swihart, Kenworth marketing director. “Dealers, customers, everybody wants to get in that truck.” He also noted an early rush to grab the low serial numbers on the limited edition ICON, although the company has yet to announce just how limited that will be. “It’s going to be a collector’s item. It’s just a cool-looking truck with all the chrome, all the lights, the chrome logo,” he said. “There’s a lot of owner-operators coming back into the market. Diesel prices are down and the market is hot.” Companies are also using the W900 and ICON as “reward” trucks to retain their drivers, Swihart added. And there’s more reward to driving an ICON than just the admirers in a truck stop parking lot. (A road construction crew paused and gave a thumbs-up as we passed by in a section of road reduced to one lane.) The 86-in. Aerocab isn’t big enough to play basketball in, but there’s certainly room to two-step—that’s just to give you an idea of the space, not a suggestion. (Although the top-of-the-line trim featuring buttoned-down leather upholstery and custom lighting might pass for a booth in the VIP lounge.) This truck may well be collectible, but it demands to be put through its paces first. T680 mid-roof The T680SH 76-in. mid-roof Kenworth had on hand, in contrast to the ICON, introduces itself in a business-like way: “Please permit me to assist in efficiently pulling your flatbed or tanker.” After being in the ICON, the visibility from the driver’s seat is striking. (Another editor reported being grateful she was driving the T680 when a person in a scooter crossed in front of the truck late at a stoplight.) There’s no mistaking this view as that of a cabover—the nose is there, you just don’t notice it. But the aero-styling is a key element of the T680’s fuel efficiency. As is the Fuller Advantage Automated 10-speed transmission. Not only does the integrated drivetrain use the wonders of electronic control to sip fuel only as needed, the drive that had required a certain amount of attention with the 18-speed ICON became a pleasant jaunt through the countryside when the transmission did all of the work. Combined with the 455hp Paccar MX-13 engine, the T680 handled the hills effortlessly, with no lags or missed shifts. With a 220-inch wheelbase and a loaded flatbed trailer, the rig handled some close quarters in town with no trouble. Cab insulation also made for a much quieter ride than that of the ICON—but again, it’s a different animal for a different job. The mid-roof sleeper, while still plenty tall for a six-footer, saves 100 pounds compared to a full height sleeper, and as much as 5% on fuel as well. The T680 Advantage The T680SH Advantage, with a 76-in high roof sleeper, is designed to be the king of road when it comes to operating efficiency. Kenworth boasts that the latest model gained another 10% in fuel efficiency compared to one built in 2013. Like the mid-roof, this T680 features the MX-13 and Fuller automated 10-speed. Additionally, the Advantage aerodynamic treatments include longer side extenders for the 76-inch sleeper, lower cab fairing extenders, front air dam, aerodynamic mud flaps, rear fairing without steps coupled with an air deflector, exhaust cut out covers, and optional wheel covers for drive tires. Again, the automated transmission made for a comfortable country drive. And, as with the mid-roof, the Advantage handled well—so well that lane departure tone was silent and I didn’t remember the Bendix Wingman Advanced safety system was engaged until a four-wheeler passed and jumped into our lane a little too closely. Indeed, the only downside to the 21-mile loop we drove was that it did not include an extended limited-access leg where we could’ve tested some of the high-end highway options such as the predictive cruise control system which uses GPS technology to maximize fuel economy in hilly terrain. Pick a truck As with any modern commercial vehicle, buyers needn’t worry about which truck to buy: What’s important is to know exactly the application. Sure, the ICON not’s going to get the fuel economy of the Advantage hauling coast-to-coast van loads. But for a specialty hauler pulling oversized construction equipment, aero is not nearly so critical as horsepower. And, as we saw on the plant tour, modern manufacturing means that every truck is essentially a custom truck, with enough equipment and trim options to give me a headache just imagining how Kenworth’s Chillicothe facility can turn out one made-to-order truck after another and get every color, interior trim and exterior light preference right. The good news is that truck buyers don’t have to worry about how it’s done: Just pick what works for your operation and let Kenworth do the rest. Photo gallery: http://fleetowner.com/equipment/kenworths-highway-haulers-icon-900-t680-advantage-t680-mid-roof-sleeper#slide-0-field_images-160331

It was confirmed to me by engineers in Greensboro that the VNX is based on Titan, i.e. they share the same platform, Volvo engines, I-Shift transmissions, Sifco steer axles with ConMet unitized hubs and vendor drive axles from Dana Spicer, Meritor or Sisu. The Titan is also available with legacy Mack transmissions and drive axles. The Australian market Titan is a winner, a superb truck in form and function. However I don’t care for the styling cues of the US market variant. Today’s Mack brand Titan brochure on the website is 6 years old, the same one from the 2009 product launch. http://www.macktrucks.com/~/media/files/brochures/mack_titan_brochure.ashx?as=1&sc=1 Volvo’s VNX brochures, following Volvo sales marketing policy, do not list specs in any detail. http://www.volvotrucks.com/SiteCollectionDocuments/VTNA_Tree/ILF/Products/VNX/2015_VNX_Brochure.pdf http://www.volvotrucks.com/SiteCollectionDocuments/VTNA_Tree/ILF/Products/VNX/VNX%20Heavy%20Haul.pdf Note that neither of these North American market Mack and Volvo brand brochures mention frame specs, a key aspect that heavy hauling customers would want to know. Only Mack Australia offers a proper list of specs. Mack Australia still impresses, though Volvo no longer allows a Cummins option, fearing competition with their D16. https://www.macktrucks.com.au/~/media/files%20au/brochures/titan_brochure.ashx?as=1&sc=1

Navistar Trail Magazine / Fall 2013 It’s the kind of sight that brings all the neighbors out of their houses. Snail-driving his customized six-wheel-drive International PayStar® down 3rd Street South in Moorhead, Minn., Tim Thein, 36, from Thein Moving Co., is carting quite a load. Stretching a dozen feet past the sidewalks on both sides of the street and blocking the horizon is a two-story, four-bedroom house with attached three-car garage. It measures 48 feet across and stretches 72 feet behind the rear wheels of his truck. It weighs 101 tons. A few feet in front of the truck, Tim’s cousin and business partner, Matthew Thein, 39, is darting from one side of the street to the other, checking the balance of the house on the hydraulic lifts and looking ahead for possible obstructions. As Tim nears the intersection of 3rd Street South and 50th Avenue South, Matt casually wraps his arms around a stop sign, rocks it back and forth a few times, and then pulls it out of the ground with the ease of someone pulling a carving knife from a turkey. Tim makes the turn, and the east corner of the house sweeps over the prone stop sign. “We probably had six inches to spare,” says Matt, whose ready smile epitomizes northern Midwest affability. “But I didn’t want to take a chance on scratching the paint.” Tim slows his load to a stop while Matt jogs into an adjacent field to talk to a couple of workers about moving their parked truck out of the way. It gives Tim time to reflect on the business. “Mentally, it can be very challenging,” he admits. “I move houses in the middle of the night when I’m supposed to be sleeping.” Tim is attracted to the historical significance of the industry, though. “It’s the world’s oldest and largest recycling business,” he says. “It’s rewarding to move a beautiful house like this and save it from a landfill.” A HISTORY OF HAULING It should be no surprise that the Thein cousins are particularly adept at moving houses. Their great-grandfather, Eugene Thein Sr., founded the business in Clara City, Minn. in 1892, when moving houses meant using draft horses and brute force. When cousins Tim and Matt joined the company in the late ’80s, both men felt strongly about the tradition of carrying on a fourth-generation enterprise. “My son is working now,” says Tim. “He’s 15 and if he gets done with college and decides he wants to do it, great. If he decides to do something else, that’s okay too. It’s a total family business. It can be tough sometimes, but it can also be pretty good.” House moving itself is an old business. In early 19th-century Concord, Mass. it was considered a “winter sport” because it was easier to move houses over the icy ground. Then, during the boom-or-bust years of late-19th-century western mining, entire towns were disassembled and reassembled at the site of the next strike. However, the house moving in Moorhead today is all about reclamation. According to Tim, the Red River, which flows north here along the border, separating the community of Moorhead from Fargo, N.D., has had seven “100-year floods” in the past 10 years. Five years ago, the city came up with an innovative plan to buy the threatened homes at market value and then auction them off to licensed contractors who had the expertise to move them to new locations. Since 2009, the city of Moorhead, with state and local funds, has purchased 217 homes along the river. Some will be moved to new locations, and a continuous levee will be built that, according to city engineer Peter Doll, “will fully button up the city when completed.” Thein Moving Co. estimates it has moved more than 30 homes around Moorhead since the program began. From their Clara City base, the company will move houses in Minnesota, North and South Dakota, Iowa and Wisconsin. CLEARING HOUSE The day before the move, Tim, Matt and their four-person crew showed up at the address on Riverhaven Street in a fleet of Internationals. Tim’s father, Jim, and Matt’s father, Tom, acquired their first International new in 1974. “The 1974 International is a 4x4 with an Allison transmission. That truck has literally pulled thousands of buildings and it’s still going strong,” Matt says proudly, surveying his impressive collection of trucks. “In total, we have nine International trucks in our fleet and each one has its particular purpose.” A couple of skip loaders move steel beams that will be used to lift the house from its foundation and then cradle it. After locating and severing all attached utility and sewage lines, Tim and Matt carefully measure the house to locate its center of gravity. In the best-case scenario, the crew would excavate around the house to expose the foundation, punch holes in it, and thread the beams through it. Here on Riverhaven, though, the house is on a slope toward the river and there are too many trees. Matt says that rather than spending a lot of time putting cribbing in place to raise the house away from the foundation, “it’s better to roll it straight off.” The Thein crew works with the precision and speed of a military unit. Every man knows his job. “We would never be such a successful company without these guys,” Tim says. Once the bolts that keep the house fastened to the foundation are cut with a reciprocating saw, roll beams are laid perpendicular to the beams supporting the house. Small devices called Hillman rollers, which act as ball bearings, are placed between the beams. The house is so carefully balanced that a single skip loader pulls the house into what was once the front yard. The crew then places dollies at predetermined points under the house. Matt says the hydraulic jacks under the house are calibrated to distribute the weight of the load. “The house is riding on three points,” Tim says, indicating the hydraulic dollies. “The whole trick is making sure that each point is bearing the same weight.” LOAD ’ER UP The next morning, Tim climbs into the International PayStar and fires it up. It’s show time. The truck looks minuscule next to the load it’s about to carry, but it obviously has plenty of muscle. On its bed rests a 2,000-pound concrete slab meant to give the rear end extra traction. “We worked with Nelson International [in Wilmar, Minn.] and a group of engineers to determine what we needed the truck to do,” says Matt. “The PayStar was bought new in 2003, has plenty of moves under its belt, and has been a great asset for our company.” Among the truck’s many special features are six-wheel drive, an Allison automatic transmission with deep gear reduction, a 46,000-pound rear end and a 24,000-pound front end. In addition, the Theins equipped the truck with a panel of levers that control the hydraulic lifts on their dollies. Should the truck encounter an obstruction that can’t be bent, cut or lifted out of the ground by Matt, then Tim can manipulate the levers so that the house tilts a maximum of 16 inches up or down, or slides to the left or right a maximum of a foot and a half. After the pickup truck is moved from 50th Avenue South, Tim drives the home a hundred yards and takes a left onto a gravel service road. Up ahead is a nascent development with a half dozen new homes scattered around a cul-de-sac. The original plan had been to set the house on a new foundation near the end of the street, but recent rains had delayed work on the concrete. Instead, Tim and Matt decide to park the house in an open field opposite the new site. Before they can reach the spot, one of the dollies dips into a marshy rut off the narrow service road. While the PayStar has more than enough torque and power to pull the house free, slow and easy are the bywords for moving such a beautiful home. The crew springs into action, hauling 2-by-10 elm planks over to the stuck wheel. Matt fits them carefully into place, and within a few minutes, Tim slowly presses the throttle and the house moves forward. “Sometimes in this business,” laughs Matt, “you have to do things old school.”

The thought process for the Australian models is entirely different from what's going on in North America. Obviously one expects different exterior design cues for on-highway models as opposed to vocational, however there's more to it than that. Cat Australia has a team of real truck people that are enthusiastically working to make their endeavor a success. But in the US, you get the impression that Cat corporate doesn't have their heart in it. Remember, Cat was ready to pull the plug on the US market, but an extremely angry dealer base prevented that from happening, because Cat had already forced them to spend thousands on new truck repair facilities. In theory and done right, the US market Cat vocational truck has the ingredients for success.

The Associated Press / May 16, 2015 The trains that link global centers of learning, finance and power on the East Coast lumber through tunnels dug just after the Civil War, and cross century-old bridges that sometimes jam when they swing open to let tugboats pass. Hundreds of miles of overhead wires that deliver power to locomotives were hung during the Great Depression. The rails of the Northeast Corridor are decaying, increasingly strained — and moving more people than ever around the nation's most densely populated region. The railroad's importance became all the more apparent after Amtrak Train 188 derailed Tuesday as it sped around a curve in Philadelphia, killing eight passengers and injuring more than 200. The wreck closed part of the corridor all week. On a normal weekday, 2,000 trains run by Amtrak and eight other passenger rail systems carry 750,000 riders on railway between Washington and Boston, making it a vital link for both intercity travelers and suburban commuters. Federal investigators will take months to determine the cause of the crash. Speed, not equipment failure, has emerged as a key factor. Still, the crash refocused attention on the slow-motion deterioration of vital infrastructure with a seemingly endless to-do list. By one estimate, it would take $21 billion just to replace parts still in use beyond their intended lives. "The stakes are enormous," Amtrak's president, Joseph Boardman, warned in his 2015 request to Congress for funding. He said the corridor was experiencing a "crisis brought on by decades of chronic underfunding." Some federal lawmakers want to give Amtrak less, not more. A day after the accident, the House Appropriations Committee voted to cut Amtrak's federal subsidy for next year by $251 million, to $1.1 billion. "There just isn't enough money to go around," said Rebecca Reyes-Alicea of the Federal Railroad Administration. In her job as the agency's Northeast Corridor program manager, Reyes-Alicea has been helping states pool their clout and push for federal money all along the corridor, rather than competing with one another. Amtrak's ridership on the corridor is up 50 percent since 1998, thanks mostly to the introduction of high-speed trains now favored by travelers who used to fly between New York, Washington and Boston. Amtrak carried a record 11.6 million riders on the corridor in fiscal year 2014. Commuter railroads that rely heavily on the rail corridor, such as the Metro-North Railroad serving New York and Connecticut, also have been breaking ridership records. Reyes-Alicea ticks off a list of needs, from a bigger station in Boston at the northern terminus to obsolete bridges along many of the 450 miles that end next to Capitol Hill. Half of the route's 1,000 bridges are around a century old. Not all are at the end of their useful lives, but at current funding levels, it would take 300 years to replace all of them, according to the Northeast Corridor Commission of transportation officials. A 105-year-old bridge over New Jersey's Hackensack River, the Portal Bridge, wouldn't close for 45 minutes in February after it opened for a tugboat. Plans call for a pair of replacement bridges. The first one will cost $940 million. There are 10 such "historic moveable bridges" along the corridor. In Connecticut, officials are working on a plan to replace a swinging bridge over the Norwalk River. It was built in 1896. "As a piece of engineering, it's just amazing," said John Bernick, assistant rail administrator for the Connecticut Department of Transportation. "But, it's certainly reached its retirement age." Last year, after some needed equipment changes, the bridge got jammed, twice, at rush hour while trying to close. The computer that operates the bridge is from the 1980s. Replacing the bridge, he said, could cost $650 million. Connecticut has three other bridges built in 1904 and 1905 that the state would like to replace soon, Bernick said. "They are all turn-of-the-century vintage structures that require a lot of maintenance to keep going, and the challenge is to say you need to replace them all at once," Bernick said. "You're talking about billions of dollars. And can you operationally pull that off with an operating railroad?" In Baltimore, trains pass through a 1.4-mile tunnel built in 1873 — one so narrow, decrepit and leak-prone that speeds are limited to 30 mph. With such chokepoints, the journey between Boston and Washington takes at least seven hours. Trains connecting major cities in France can cover a longer distance in less than half the time. In its five-year financial plan released in February, Amtrak warned that its passenger cars also were older than at any previous point in its history. Amtrak's Train 188 was going 106 mph just before it derailed on a curve with a speed limit 50 mph, according to federal accident investigators. "We should be saying that was half as fast as it should have been going, not twice as fast," said Phineas Baxandall, a transportation analyst for U.S. PIRG, a nonprofit which advocates more transit funding. No bottleneck on the Northeast Corridor is more potentially problematic in the long haul than where the tracks connect New Jersey and New York City under the Hudson River. About 170,000 rail passengers make the crossing each weekday in a two-tube tunnel built in 1910. Some travel Amtrak; more take New Jersey Transit. A few years ago, officials had a plan funded to relieve chronic backups at the crossing by building two more tubes in a second tunnel, but New Jersey Gov. Chris Christie pulled the plug, citing concerns about his state's share of the project's massive cost. Then, the existing tubes flooded when Superstorm Sandy struck the city in 2012. The tunnel survived, but corrosive salt water did its damage. Now, Amtrak says both tubes will have to be taken out of service and overhauled, one at a time, sometime within the next 15 to 20 years. Each tube could be offline for a year, a loss of capacity that Amtrak has warned could lead to "profound disruption" of existing service. That's not a project that can be delayed indefinitely, said Tom Wright, president of the Regional Plan Association, an urban policy group that studies transportation issues. "Someday, an engineer is going to go down and say, `You know what? We can't run the trains today. That leak looks too serious,"' Wright said. Now, Amtrak is pushing another plan for two new tunnels, called the Gateway Program, but cost estimates have topped $16 billion, which would make the project bigger than anything Amtrak has pulled off previously. "These problems are not going away," U.S. Secretary of Transportation Anthony Foxx said of the nation's most important rail corridor. "They're going to be there and we've got to own up to it and figure out a way forward as a country."

The CT680's cab is groomed entirely different from the 9900i. And of course, the hood is unique to the CT680 as well. The VNX is essentially no different from a Titan than a Chevrolet pickup is from a GMC......different flavors of the same truck.

Let me get this straight............ When Volvo Group offers two truck models on the same platform, the Volvo brand VNX and Mack brand Titan.......that’s okay and good. However, when CAT and Navistar offer two truck models on the same platform, the CAT brand CT680 and International brand 5900i..........that’s bad (in the minds of you Volvo people). Interesting...........

Automotive News / May 15, 2015 German auto supplier ZF Friedrichshafen AG said today that it has completed its $12.4 billion acquisition of safety systems supplier TRW Automotive Holdings Corp. TRW will operate as a division under ZF called active and passive safety technology. “The combined company is a powerhouse of automotive technologies, ranging from driver assistance and occupant safety systems to drivelines and transmissions and braking and steering systems,” TRW CEO John Plant said in a statement. “This unique combination of advanced technologies comprehensively addresses the growing, industrywide trends of safety, fuel efficiency and autonomous driving.” The total value of the transaction, including assumption of debt, is $13.5 billion, the companies said last July when the deal was announced. ZF CEO Stefan Sommer told Crain’s Detroit Business, an affiliate of Automotive News, in January that Plant would remain with the company after the deal closed, but the scope of his role is unknown. The combined company will have 138,000 employees. Sommer told Crain’s that he foresaw no overlapping of the two companies' business. The integration of the two companies is expected to last three to five years, ZF said in the statement. The deal creates the second-largest auto supplier in the world, according to the Automotive News list of the top 100 global suppliers. ZF reported global sales to automakers of $20.4 billion in 2013, with TRW posting $17.5 billion in 2014. Robert Bosch GmbH remains the No. 1 global supplier with $37.7 billion in automotive revenue. The current No. 2 is Denso Corp. with $35.9 billion, based on 2013 data. Outstanding shares of TRW, which are traded on the New York Stock Exchange, are delisted as of today. FYI: ZF (Zahnradfabrik) was founded in 1915 in Friedrichshafen, Germany by Ferdinand von Zeppelin to produce gears for his Zeppelin airships which were used to bomb Allied troops and civilian targets in Belgium, France and England. The company manufactured most of the transmissions used in Wehrmacht and SS division Panzer tanks during World War Two. Today, the major shareholder is the Zeppelin Foundation, which is administered by the City of Friedrichshafen and holds 93.8 percent. The remaining 6.2 percent of the shares are held by Dr. Jürgen and Irmgard Ulderup Foundation Lemförde.

Reuters / May 15, 2015 Transportation services company Penske Corp. is exploring a sale of Truck-Lite Co. in a deal that could value the maker of lighting, wiring harnesses and mirrors for trucks at close to $1 billion, people familiar with the matter told Reuters. Penske, a company controlled by billionaire former race car driver Roger Penske, owner of the eponymous racing team, has hired investment bank Robert W. Baird & Co. to run an auction for Truck-Lite, the people said this week. Truck-Lite has annual earnings before interest, tax, depreciation and amortization of around $100 million, the people added. The sources asked not to be identified because the sale process is confidential. Representatives for Penske, Truck-Lite and Robert W. Baird did not respond to requests for comment. Based in Falconer, N.Y., Truck-Lite manufactures lighting and safety accessories for the heavy-duty truck, trailer and commercial vehicle industries. Founded in 1955, Truck-Lite was acquired in 1997 by Penske with backing from General Electric Co. Private equity firm Kelso & Co acquired a stake in Truck-Lite in 2010. Penske Corp. is a holding company for subsidiaries operating in the retail automotive, truck leasing, transportation logistics and professional motorsports markets. Its businesses have annual revenues in excess of $19 billion. Penske's biggest holding is its 35 percent stake in Penske Automotive Group Inc., the second largest U.S. auto dealership group, which generated $17.2 billion in revenue in 2014.

CAT CT630HD Specifications - http://www.cattrucks.com.au/wp-content/uploads/2015/04/CT630HD_SpecSheet.pdf Website - http://www.cattrucks.com.au/trucks/ct630hd/#tab=1 .

Cat expands vocational truck line; will add 15-litre engine Truck News / May 14, 2015 Caterpillar’s line of vocational trucks has received a significant boost, with the introduction of a new model and the addition of more options and features for existing trucks. New to the market, with production set to begin later this year, is the CT680. It’s a set-forward axle (SFA) Class 8 truck available in truck or tractor configuration, complementing Cat’s existing SFA model CT681, introduced late last year. The CT680 comes standard with parabolic taper leaf springs for a smooth ride, and is available in two exterior designs. The CT680L features a stylish, serviceable design with three-piece Metton hood, chrome bumper and stainless steel grille surround as well as composite halogen headlights and incandescent park/turn signals. This model was designed for maximum serviceability and ease of replacing damaged parts. The CT680LG features a one-piece fiberglass hood, three-piece black bumper, integrated grille surround, sealed-beam halogen headlights and LED park/turn lights. “Our customers told us they want options on how they style the truck,” said Dave Schmitz, vocational truck product manager with Caterpillar. “The feedback we got from customer was ‘We want options. Give us options on that exterior trim’.” Cat used common components where possible, to simplify the stocking of inventory for dealers. About 90% of components used on the CT680 are the same as those found on the CT660, Cat’s first vocational truck introduced in 2011. The new CT680 is Cat’s longest truck, with a 124-inch BBC (bumper-to-back-of-cab). That’s 10 inches longer than the CT681 and slightly longer than the CT660. It features an aluminum alloy cab that reduces the weight of the truck by 200-400 lbs, allowing for more payload when compared to a truck with a steel cab. The new truck is being offered with the CT-series 13-litre vocational truck engine, but a 15-litre is coming, officials announced. The details of that engine will be released later this year, but both the CT660 and CT680 were built to accommodate a 15-litre engine. No further details about the 15-litre engine were shared today. For now, customers can spec’ the CT13 engine with the following ratings: 410 hp/1,450 lb.-ft.; 430 hp/1,550 lb.-ft.; and 475 hp/1,700 lb.-ft. The engine, based on the Navistar N-13, has been programmed for vocational applications. The engine can be coupled with Cat’s own CX31 torque converter-style automatic transmission. About 50% of Cat vocational truck customers are choosing this option. Manual and automated manual transmissions from Eaton are also available. The truck can be serviced across Caterpillar’s North American dealer network, which boasts 400 locations. These trucks are being built in Escobedo, Mexico. Truck News will have more information on the new CT680, including a drive report, soon. New options for CT660 Caterpillar also announced it has added 40 new features to its CT660 vocational truck within the past 20 months. The most popular of these are the parabolic taper leaf springs, which are standard on the new CT680. Factory-installed lift axles, a lower ride with air suspension and paver brakes are among the other options that have been well received by the market, according to the company. Cat also announced it’s bringing its vocational trucks to new markets in Mexico and Puerto Rico.

Caterpillar unveils new CT680 model Fleet Owner / May 14, 2015 Caterpillar introduced the third model of its CT vocational truck line – the CT680 – here at its training and proving grounds just outside of Tucson, AZ; a 124-in. BBC vehicle that will be available in both truck and tractor configuration when it goes into full production this July. David Schmitz, vocational truck product manager for Caterpillar, said the CT680 is a Class 8 set-forward-axle model that will be offered with the 13 liter C13 engine and a range of transmission options, including Caterpillar’s CX31 six-speed automatic, Eaton UltraShift Plus automated mechanical transmission (AMT), and several Eaton manual gearboxes as well, from 8- up to 18-speed configurations. Schmitz noted that, to date, over half of the orders for the CT660 introduced in 2011 and the CT681 rolled out late last year are being spec’d with the CX31 automatic gearbox, largely as that allows the entire truck to be warrantied and serviced at one of Caterpillar’s 400 dealerships across the U.S. – offering “one stop shop” appeal, he added. Schmitz also pointed out that Caterpillar plans to introduce a 15 liter engine option for the CT680 and for the 122-in. BBC configuration of the CT660 later this year. Ron Schultz, Caterpillar’s sales and product support manager, noted that the company introduced glider kits for the CT660 a year ago for 1998 and 2004 C15 engines and that similar glider kits will be available for the CT680 once it goes into full production this summer. Schmitz highlighted several other features of the new CT680 model during the press briefing, including: Two exterior trim levels – L and LG – are available address different style and serviceability needs, with both “comparable in pricing,” said Schultz.The CT680L features a three-piece Metton hood, three-piece chrome bumper and three-piece chrome stainless grille surround, as well as composite halogen headlights and incandescent park/turn lights.The CT680LG comes with a one-piece fiberglass hood, three-piece black bumper and integrated fiberglass grille surround, along with sealed-beam halogen headlights and LED [light emitting diode] park/turn lights.A dual external air cleaner option for more efficient air management in dirty, dusty applications will be available for both the CT680 truck and tractor configurations.Key service points such as coolant, washer reservoirs and air filters are now easier to access due to C680 design upgrades, with customers able to quickly replace headlight bulbs and windshield wiper blades without tools.Ratings on the C13 engine range from 410 to 475 hp, with peak torque ranging from 1,450 to 1,700 lb.-ft.A right-side mounted selective catalytic reduction (SCR) system with upgraded in-cylinder technology allows all three CT models to meet meets emission reduction requirements.The CX31 automatic, which offers six forward speeds and one reverse, comes with two side PTO [power take off locations] and an exclusive rear PTO slot.Drivers can choose from multiple seat options – including the Cat Comfort Seat – with the tilting, telescoping steering column and leather-wrapped steering wheel a standard feature.The CT680 features a curved, sloped, wraparound windshield in either a one- or two-piece design.Schmitz noted that all the CT line trucks feature an aluminum cab that reduces chassis weight by some 200 to 400 lbs. depending on configuration while improving corrosion resistance. He added that all the CT trucks are being built at a manufacturing facility in Escobedo, Mexico. Schmitz also pointed out that Caterpillar “continues to monitor” the opportunity to provide natural gas power for its entire CT vocational truck line. “Some of our customers definitely want that,” he said. “We see it as an option that we will consider in the future.” Photo gallery: http://fleetowner.com/equipment/test-driving-new-ct680#slide-0-field_images-160111 .

Heavy Duty Trucking / May 14, 2015 Caterpillar this week unveiled its CT680 on/off-road truck and tractor, the third model in a line of Cat Trucks first introduced about four years ago for vocational customers. The CT680 has a long hood and set-forward steer axle designed to tackle heavy vocational applications, executives said at an event at Cat’s Tinaja Hills demonstration center southwest of Tucson, Ariz. While describing the new model, executives acknowledged that there would be a 15-liter diesel offered in the CT series, with an announcement coming later this year. They also said they began offering glider-kit versions of the existing CT660 about a year ago. The new CT680 joins the CT681 medium-hood set-forward-axle truck introduced last November and the CT660, a medium- and long-hood truck and tractor with setback steer axle, that came out in 2011. The CT680 features rugged automotive exterior styling, a spacious aluminum cab with ergonomic gauges and controls, and vocational-specific 12.4-liter diesel and automatic, automated and manual transmission options. Its set-forward axle sits on a parabolic taper leaf suspension, tuned cab air suspension, and premium sound insulation and interior trim. “The CT680 sets new standards in comfort and style,” said Dave Schmitz, vocational truck product manager. “Customers said, ‘We want options,’ so we offer two exterior trim packages." The L level trim offers polished stainless steel grille trim, a three-piece Metton hood, three-piece chromed steel bumper, and composite halogen headlamps with incandescent parking-turn signal lights. The LG trim features an unadorned single-piece fiberglass hood, sealed-beam halogen headlamps and LED parking-turn signal lights. ‘Bold design’ “Its bold design will set our customers apart from the crowd,” Schmitz said of the CT680L and LG. For ease of servicing, the CT680’s modular components — including the grille, grille surround, bumper and fender extensions — can be replaced individually. Key service points such as coolant, washer reservoirs and air filters are easy to access, and customers can quickly replace headlight bulbs and windshield wiper blades without tools. A high-capacity dual external air cleaner option is newly available. Customers can choose from multiple seat options, including the Cat Comfort Seat, he said. A tilting, telescoping steering column with a leather-wrapped steering wheel comes standard. There’s plenty of room for paperwork and log books in easy-to-reach side compartments, back-panel storage and oversized side pockets. Map lights are plentiful to help drivers with paperwork. HVAC controls and vents are easy to access, and hoses and vents are round for maxium air flow. Vocational-specific engine Like other CT series vehicles, the CT680 uses a CT13 diesel equipped with selective catalytic reduction and vocational-specific ratings from 410 to 475 hp and peak torque from 1,450 to 1,700 lb-ft. Ratings can be matched to individual applications. The engine and truck are built by Navistar to Caterpillar’s specifications. Like current models, the 680 can be ordered with Caterpillar’s CX31 6-speed automatic transmission, vocational versions of Eaton’s UltraShift Plus automated mechanical gearbox, and Eaton Fuller manual transmissions. The 15-liter diesel due out later this year might or might not be a reintroduction of the Cat-Navistar engine built in small numbers in 2011. It will handle higher gross combination weights, though the current 13-liter engine is quite capable, customers have found. “It’s a powerhouse,” James Williams, owner of J&L Contracting in Springfield, Mo., said of the CT13. He tested one of the two CT13-powered tractors shown at the Cat CT680 event on Thursday, and was pleased with its performance. Cat began selling engineless glider-kit versions of the CT660 last year, said Ron Schultz, sales and product support manager. They are set up to take Cat 3406E diesels with EPA 1998 and 2004 emissions equipment. The new CT680 comes standard with Caterpillar’s asset and fleet management tool, Product Link. Customers can use this tool and the accompanying VisionLink web interface to track fuel use and costs, location, working versus idle time, preventive maintenance schedules, among other things. Fault code or suspicious movement alerts can be sent via email or text message to help keep downtime to a minimum. CT680 production will begin by the middle of this year, Schmitz said. Like the current models, it will be assembled at Navistar’s plant in Escobedo, Mexico. .

Australasian Transport News / May 14, 2015 The International ProStar is making its first Australian appearance at the 2015 Brisbane Truck Show. It’s the first "International" model to return to the Australian market after an absence of several years. The ProStar is powered by the 15 litre Cummins ISXe5, using selective catalytic reduction (SCR) emissions technology. The ISXe5 will offer initial power ratings of 475hp (350kW) to 550hp (405kW), feeding into an industry-standard Eaton 18-speed overdrive transmission available in manual or automated UltraShift-Plus form. The ProStar is a popular model in the United States, which is the home country of International’s parent company, Navistar. "The International brand has a tremendous affinity in this part of the world but this is certainly no random attempt to simply resurrect International from the ashes of yesteryear," says Tim Quinlan, managing director of Navistar’s Australia/Pacific division, Navistar Auspac. "This is an entirely new beginning and a great deal of careful planning and analysis preceded the decision to return the International brand to Australia and the Pacific region. There were many considerations, particularly in product plans for the future. "The launch of ProStar in Brisbane is the first of many initiatives which will evolve over coming months and years. "We are, for instance, considering the introduction of a second ProStar model, equipped with Cummins’ new ISGe5 12 litre engine which is also making its first Australian appearance at the Brisbane Truck Show." The ProStar features Meritor axles front and rear, and Hendrickson’s Primaax-EX air bag suspension on the drives. Gross combination mass (GCM) rating is 90 tonnes with wheelbase options from 4.6 to 5.7 metres. Navistar Auspac says the ProStar is designed for a wide variety of applications, from truck and dog combinations to local and regional distribution in single trailer or B-double configurations, as well as linehaul duties in single, B-double and double road train roles. The bumper to back-of-cab (BBC) dimension is just 2845 mm, or 112 inches, in non-sleeper day cab form. There are two sleeper cab variants: an integrated extended cab and a 40 inch (1016 mm) high-rise sleeper. "Both sleeper versions are ideally suited to 34-pallet B-double applications," says Navistar. There is also the option of a unique Australian-designed electrically operated slide-out sleeper cab with built-in seats, desk, fridge, TV, microwave and even coffee making machine. Twin polished aluminium fuel tanks in capacities of 680 and 980 litres are accompanied by a 90 litre AdBlue tank sited behind the left-hand side fuel tank.

Australasian Transport News / May 14, 2015 CatTrucks has launched its long-awaited triple road train-rated prime mover at the Brisbane Truck Show. Almost three years of planning and "consistent demand" from triple road train operators in mostly WA and Queensland has gone into the new 130-tonne (286,601 lb) rated CT630HD, Cat says. The Cat C15 ACERT engine has dual diesel particulate filters for its unique ADR 80/03 emissions compliance. Transmission duties are performed by the Eaton Fuller 18-speed overdrive with the option of Eaton’s UltraShift-Plus automated transmission with hill start assist. Cat trucks are built under license from Caterpillar by the US-based Navistar company. Navistar also manufactures International trucks, hence the resemblance of the Cat to the International ProStar, also launched at the Brisbane Truck Show. Navistar Australia Pacific chief engineer Adrian Wright says a number of the previously introduced CT630LS models continue to notch up "formidable efficiency and reliability records" in approved multiple-trailer applications up to 110 tonnes. "From these applications we knew we had a good design platform to work with, so to bring the CT630HD to life we were able to build on the existing architecture of a cab, hood, powertrain and driveline package that were already well-proven and up to the task of coping with road train triples," Wright says. "The CT630HD is a model we didn’t want to rush. Hauling three trailers is tough work for any truck and time spent in the design and development phases is never wasted. It’s certainly better than later finding flaws that aren’t easily fixed or easily forgotten. We wanted to make absolutely sure we had it right." Wright says several key areas were identified to bring the CT630HD to Cat’s desired level for triples operation. The most obvious changes are a deeper, blackened grille and a higher cab stance which deliver enhanced airflow around the engine and reduced engine fan engagement in high duty cycles. Like its CT630S and SC siblings, the cab of the CT630HD sits 50 mm higher above the top of the chassis than other models in the range. Furthermore, the heavier duty front axle and springs package has lifted chassis height by 30 mm. Wright says other enhancements include a heavier duty frame for bullbar and tow-pin fittings; a high-flow twin cylinder air compressor to facilitate greater air delivery in multiple trailer applications; and increased air cleaner capacity. Front axle rating has been boosted to 7.3 tonnes with the optional Meritor MFS73 beam which runs a narrower track width to accommodate the wide profile 385/65R22.5 steer tyres preferred by many road train operators. Chassis rails of the CT630HD have been strengthened; and providing support for the rear end is Hendrickson’s Primaax EX air suspension bolstered with heavy-duty transverse torque rods. The cab is a fully integrated 56 inch (1422 mm); and wheelbase lengths are 5.4 to 5.7 metres. .

Diesel News Australia / May 14, 2015 The Brisbane Truck Show opened yesterday with a number of new trucks unveiled and a plenty to talk about for the crowds who filled the halls at the Brisbane Convention Centre. New models unveiled included the next generation Mercedes Benz Actros, the International ProStar, the Western Star 2800, the MAN TGX with the all new D38 15 litre engine and the new shape DAF LF. Just about every truck manufacturer’s stand features something new, whether it was Euro 6 compliance, new added features or simply an upgrade of a previous model. However, probably the most important aspect of the show is the chance to catch up with friends, colleagues and competitors throughout the industry, to chew the fat and solve the problems of the trucking industry. It was an excited Justin Whitford, General Manager Mercedes Benz Truck and Bus, who unveiled the new Actros as the Brisbane Show began. The first batch of Actros models are now in the country and undergoing a rigorous testing program to get them ready fro launch onto the Australian market next year. The new truck represents a complete change for the entire Mercedes Benz heavy duty offering. The new engines, an 11, 13 and 16 litre, are based on the same basic block as the Detroit DD 13 and 15 we have already seen here. The new state of the art cabin is also completely new, as it now has to accommodate a straight six engine and not the V6 and V8s of the current generation Actros. Standing proud on a raised stage was the iconic US truck, the International LoneStar. The show truck is a highly customised left hand drive, long wheel base version of the International flagship. Some examples of the LoneStar may end up on our shores, but the real story is about the other two models sitting next to the eye catching LoneStar. The International ProStar is the bread and butter of the heavy duty International range in the US and this is the model spearheading the return (again) of the International truck brand to Australia. The shape is familiar enough to us, the Cat CT 630 is based on the same cabin, but the driveline comes painted red, not yellow. The Cummins ISX is under the hood. The Penske stand also had a complete newcomer, a model never exhibited before, anywhere in the world. The Western Star 2800 SS is a rebadging of the truck sold in the USA as the Freightliner M2 Business Class. With a Cummins ISBE6 engine and Allison 3000 transmission, the 4×2 on show is the first example to arrive. It should be followed by some 6×2 models, which look like being the Western Star brand’s first real push into the lighter end of the heavy duty market. Out in front, on the Penske stand, is another truck new to Australia, the MAN TGX D38. This truck features the D 38, a new 15 litre engine, which will see the German brand offer a 560 hp driveline in the heavy duty prime mover for the first time, putting it in contention in the massive B-double prime mover market. Standing out on the Paccar stand, which dominates the northern end of the main display area, at the convention centre, is a new model from DAF. The new DAF LF model sees a dramatic change in cabin design when compared to the previous model. The curved contemporary shape of the cab is matched by an all new interior. Power comes from a choice of two power ratings on the Paccar PR engine, at 250 and 286 hp. http://www.dieselnews.com.au/brisbane-premieres/ Show information: http://www.brisbanetruckshow.com.au/

On the left side of your Mack transmission, toward the rear of the main box case, is the stamped identification information. 1. Mack transmission model number 2. Serial number 3. 11KBA assembly number 4. P number, which designates the variation of the main assembly. The 11KBA number is used together with the P variation. As in this example, 11KBA51478P1. This is the number Mack dealers use for looking up your desired replacement parts. .

Press Release / May 13, 2015 DAF has expanded its range with two special versions of the XF Euro 6: the XF ride on truck and XF pedal truck. Specifically designed for those who dream of having their own DAF but are still a bit too young. The robust ride on and pedal trucks come in the attractive DAF orange and are available with immediate effect from all DAF dealers or via www.DAFshop.com. Stylish, functional and high quality. These are the characteristics of the new DAF collection, including a large children's collection featuring toys, clothing and cuddly toys. The new DAF collection also includes clothing for him and her specially designed for DAF (from hats to jackets and t-shirts), unique DAF accessories (from bags and sunglasses to watches and key rings), a beautiful DAF leather range and of course a comprehensive range of miniature DAF Euro 6 LF, CF and XF models, including tippers, low-loaders, rigids, tanker trailers and tractor units. .

Heavy Duty Trucking / May 13, 2015 T-Line Trucks & Chassis, a low-volume business that evolved from the old Diamond T and Diamond Reo operations, plans a return to production later this year. Its principals promise quality and simplicity through sound design, methodical assembly and use of hard-wired electrical circuitry. Barring any further financial, legal or operational snags, which partners Joe Whitman and Bruce Fylstra have previously seen, the company, Diamond Specialty Vehicles LLC, hopes to begin producing Class 6, 7 and 8 trucks and tractors, mostly for vocational use. Glider kits and complete "made to order" trucks, using a proprietary aluminum cab, are described on the company’s website, www.tlinetrucks.com. Powertrain offerings include Cummins diesels and Power Systems International gasoline and alternative-fuel engines, along with Eaton and Tremac manual transmissions, Allison automatics, and Dana Spicer and Meritor axles. Whitman was chief engineer for Osterlund Inc., builder of Diamond Reo and Giant trucks from the late 1970s to the mid ‘90s. He continued producing Diamond T-brand trucks, mostly for export to South America, until 2000. Then he sold T-Line trucks for domestic and foreign customers until 2010, when a dispute with a contract assembler intervened. He continued selling parts to support in-service vehicles here and abroad until 2013. Since then he’s been working on reviving the business. More recently, Fylstra, a veteran truck salesman, invested in the venture and is handling sales, marketing and dealer development. A parts stocking and distribution agreement has already been arranged with a known logistics firm. “We’ll probably start with glider kits because people are having a lot of trouble with the modern engines and their exhaust equipment,” Whitman said. “There’s a lot of opportunity there.” Simplicity is the watchword with the electrical system. “We’re going to all hard wiring,” Fylstra said. “None of this multiplexing, and no fiber optics. You’ll still be able to change a light bulb in your dash. We’re cutting out all the redundancy -- no multiple fuse blocks; there’ll be one fuse box that everything will go into. ” High-strength Domex steel from Sweden will go into T-Line frames, which will be powder-coated before air and electrical lines are strung. Because volume will be relatively low, assembly will be unlike any truck products now on the market. “They’ll be stall-built by a team of two or three guys,” Fylstra said. “We can be more efficient this way because you can do it right and not be rushed by a moving assembly line.” The aluminum cab is assembled from structural members and panels so it can be altered for specialty uses – high or low roofs, and added length for stowage or sleeper space, he said. The windshield consists of two pieces of mostly flat glass that will fit on either side. A body maker in Wisconsin has built more than a dozen cabs and is ready to produce more. The T-Line aluminum cab could directly replace International S-series steel cabs, which often are damaged by rust, and that could be a side business, Fylstra thinks. Whitman said he used the S cabs in the last 10 years of production, until Navistar stopped making them. Gliders and complete vehicles might be assembled by a contract manufacturer, but the partners prefer to set up their own facility, hopefully around Hershey, Pa., where the company is headquartered. Production of fiberglass hoods will be farmed out. T-Line will remain the chosen name because it helps separate the brand from any possible liability for trucks made by previous owners and companies, Whitman explained. As before, the name incorporates the ‘T’ from Diamond T, an auto and truck maker founded in 1907 by a C.A. Tilt, in Chicago. Through the years, Diamond T trucks were known for styling and mechanical innovation. In 1967, Diamond T and Reo, for Ransom E. Olds of automobile fame, were merged into Diamond Reo by their owner, White Motor Co. Operations were consolidated in Lansing, Mich., Reo’s home. An Alabama investor bought the company in 1971, but it went out of business in 1974, the victim of an economic recession. Loyal Osterlund, a Diamond Reo dealer in Harrisburg, Pa., soon obtained tooling and rights to build and sell the trucks. His company averaged about 150 trucks per year, until 1995. Fylstra, an admitted optimist, would like to see Diamond Specialty Vehicles produce thousands each year. “I want to build them here in America and provide jobs to American workers,” he said. “I think we’ve got a brilliant future, even if we’re still a bubble gum and bailing wire operation at this point.” .

Heavy Duty Trucking / May 13, 2015 The House Appropriations Committee on Wednesday approved a $55-billion transportation and housing spending bill that includes a provision to allow 33-foot long double trailers to operate on Interstate and other highways— regardless of state laws. Currently, 28-foot doubles are allowed on Interstates. The T-HUD bill also included provisions sought by trucking lobbyists to: Keep the 34-hour restart rule suspended until a Federal study is completed and only revoke the rule suspension if that FMCSA impact report shows that “drivers who operated under the restart provisions… demonstrated statistically significant improvement in all outcomes related to safety, operator fatigue, driver health and longevity and work schedules” vs. drivers who had run under the rules in place before the 2013 change.Prevent the government from increasing the $750,000 minimum liability insurance coverage now required for truckersRemove funding to implement wireless roadside inspections on highways.The 2016 fiscal year measure, passed along party lines, 30-21, must be approved by the full House and Senate before becoming law. The specific language regarding double trailers is that “Section 31111((1)(A) of title 49, United States Code is amended by striking ‘or of less than 28 feet on a semitrailer or trailer operating in a truck tractor- semitrailer-trailer combination,’ and inserting ‘or, not- withstanding section 31112, of less than 33 feet on a semitrailer or trailer operating in a truck tractor- 19 semitrailer-trailer combination.” Rep. David Price (D-NC) had introduced an amendment to strike all the trucking-related riders that had been attached to the budget bill. Regarding the riders as policy items, Price argued they should be addressed by the House Transportation and Infrastructure Committee in writing the surface-transportation reauthorization bill so that each item could be vetted and debated. Price’s amendment was defeated by the GOP-controlled committee by a vote of 31-20, mostly along party lines. But while the trucking riders remain in the House bill, the Senate has yet to consider any of these items. "The Trucking Alliance supports higher minimum insurance requirements to protect the assets of trucking companies and we also support wireless roadside truck inspections to so that carriers can have their good inspections made part of the record, so we don’t like the idea of stripping funds for them as these [provisions] will do if Congress eventually passes them,” Lane Kidd, Managing Director of the coalition of trucking businesses that lobbies for truck-driver safety, told HDT. “Trucking specific issues should go before the House Transportation and Infrastructure Committee,” he added, “where all transportation stakeholders can have a say in the matter, unlike today which was a 'sleight of hand' approach without regard to the ramifications they may have on small trucking companies." As for the rider that keeps the 34-hour restart rule suspended, American Trucking Associations spokesman Sean McNally told HDT that the “language in this year’s T-HUD Appropriations bill only serves to make sure the ongoing hours-of-service restart study is conducted fairly and that its findings are analyzed transparently. “ATA believes the driver selection may have been designed to influence the outcome of the [FMSCA] study. For example, the agency sought only nighttime drivers who average 60 or more hours per week, when the agency itself concedes the industrywide average for drivers is 52.1 hours, most of whom work daytime hours,” he continued. McNally also remarked that, per the American Transportation Research Institute, “there was a ‘statistically significant’ increase in crashes after the restrictions were imposed in 2013 due to increased daytime driving caused by the restrictions.” Turning to those longer doubles that the bill would allow, McNally said that “switching to 33 foot trailers—which would not change any weight limits-- would save 6.6 million trips, eliminate 1.3 billion miles driven and reduce carbon emissions by 4.4 billion pounds annually.” In addition, McNally said that “A modest extension of five feet per trailer would increase the cubic capacity by 18 percent,” adding that “American consumers always benefit from truck efficiency and productivity gains.” He also claimed that, based on Department of Transportation figures, “the change to twin 33s would result in 912 fewer crashes on America’s highways every year. According to analysis from a University of Michigan researcher, adding length would improve the handling properties of twin trailers,” McNally added. “The academic research is supported by real-world evidence from twin 33s’ sterling safety records in Florida and South Dakota.” As to the wisdom of including a provision to prevent upping the insurance minimum, McNally noted that “ATA has yet to see data that says an increase in the minimums is necessary."

Don't blame them a bit. Unfortunately, the U.S. has never had a professional truck show like the impressive IAA int'l truck show in Hanover. MATS should be longer and biennial. And the amateur organizers of the event, Toby Young and his Exhibit Management Associates, should be replaced by the professionals at IAA.

Transport Topics / May 13, 2015 The president of Daimler Trucks North America said the company will not attend the 2016 Mid-America Trucking Show and will instead focus attention next year on the IAA Commercial Vehicles show in Hanover, Germany. In an exclusive interview with Transport Topics, Martin Daum explained the decision and outlined changes he hopes organizers will consider so that DTNA can “support MATS to become a significant show in the world.” “We want to come to Mid-America in a two-year sequence. I really like the IAA format over in Europe – having it every two years,” Daum said. “That makes sense for our industry because we don’t have the short-lived cycles like the passenger-car industry. We have longer investment cycles,” he said. “It is not that easy to every year make a big splash.” Toby Young, president of Exhibit Management Associates, which owns and operates the show in Louisville, Kentucky, confirmed to TT that Daimler has informed him of its decision. He declined additional comment other than saying: “The Mid-America Trucking Show will most definitely take place in 2016.” Looking ahead, Daum said he hopes MATS will be extended by one additional weekday, making it more of a place for original equipment manufacturers and suppliers to meet and share ideas. He described MATS as “an industry show, where you bring your novelties, where you push the envelope, where you show something like we did this year with the SuperTruck, where you introduce new models.”

Why are you starting out your search at PAI? Why not call Watts Mack with your model and serial number, and have them accurately provide/sell you the lower box?

Press Release / May 13, 2015 Entirely devoted to carrying concrete and perfectly adapted to both on-road and off-road conditions, the Renault Trucks C XLoad is the payload champion in its category. With an unladen weight of just 9,200 kg certified by the French body UTAC, this robust and ultra light vehicle allows hauliers to optimise their delivery rounds and therefore increase their cost efficiency. The Renault Trucks C XLoad 8x4, with twin tyres at the rear, has an unladen weight of only 9,200 kg, certified by UTAC, the official French certification body. Designed for use on-road, but also off-road, the Renault Trucks C XLoad combines an outstanding payload with pulling power, robustness and the comfort of the C range. For this vehicle maintains all the qualities of the Renault Trucks C and also benefits from weight saving equipment, such as aluminium tanks and rents. Mainly designed for concrete transport applications, the Renault Trucks C XLoad is pre-equipped for mounting a cement mixer, which reduces bodybuilding time. The payload champion, the Renault Trucks C XL can carry up to 8 m³ of concrete. This gives it the capacity to save one full load for every 16 delivery rounds, thereby offering significant savings on major worksites and generating considerable savings. .

This is a new twist on the “AddiDrive” hydraulically-actuated steer axle drive system developed by French hydrostatic transmission maker Poclain Hydraulics. http://www.poclain-hydraulics.com/en/products/motors/mg http://www.poclain-hydraulics.com/_upload/ressources/media/pdf/on-road.pdf http://www.poclain-hydraulics.com/_upload/ressources/media/pdf/AddiDriveAssist.pdf?nc http://www.poclain-hydraulics.com/en/solution/on-road/on-demand-awd-for-truck MAN began offering the AddiDrive under the name "HydroDrive" in 2005. Later in 2010, Renault began offering the feature on the Premium Lander under the "OptiTrack" name. Mercedes-Benz (HAD) and Terberg (X-Track) also offer the Poclain system, while GINAF uses a similar system from Bosch-Rexroth called "HydroAxle". In the US market, Poclain partnered with Tuthill Drive Systems (TDS), offering a system for medium and heavy trucks utilizing Poclain drive motors. (http://eztracaxle.com/) Volvo contemplated offering the Poclain system on Mack brand trucks but passed. Here’s a a 10x6 Volvo-Mack with Simard twin-steer front axles and the EZ Trac (Poclain) hydraulic front drive system. https://www.youtube.com/watch?v=_a7PhTMr5Fs