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MAN Press Release / March 19, 2015 An opportunity to see and test-drive 170 MAN vehicles from a variety of sectors. The highlights: MAN TGX D38 and EfficientLine 2 Visitors to MAN in Munich will experience a varied programme under the motto "Trucks. Power. Performance." More than 170 trucks will be ready for viewing and driving. Experts will explain the individual product features of the MAN trucks in demonstrations, which are grouped into the sectors building, heavy transport, municipal, distribution and long-distance transport as well as agriculture and forestry. Body manufacturers and suppliers invite potential customers to join them in the MAN Truck Forum and in a tent on the test track. Guided factory tours through the production halls in which the TGX and TGS series are manufactured are also very popular. Approximately 6,000 visitors are expected at the MAN Trucknology Days 2015 during the three days of the event. This event focuses on much more than just the trucks: MAN will present its service range and more than 80 partners will present their individual transport solutions - from body manufacturers to suppliers. MAN has been organising Trucknology® Days on an annual basis since 2008. Last year, MAN attracted approximately 6,500 customers and visitors to MAN in Munich. The highlights of the event included the introduction of the new D38 engine series with 520 to 640 hp in the MAN TGX. The top-of-the-range version has 640 hp and drives a four-axle heavy semi-trailer tractor. It is available at the test track for test drives with heavy loads. The extremely economical MAN TGX EfficientLine 2 long-distance semi-trailer tractor is another novelty shown during the Trucknology® Days. MAN TGX D38: Power and performance The new TGX D38 is MAN's flagship for the Trucknology® Days. This power package for demanding transport tasks in long-distance transport, traction and heavy load handling celebrated its launch at the IAA fair during September last year. MAN's new top-of-the-range model resumes MAN's focus on total cost of ownership (TCO). The engineers have created a high-performance truck for superior driving on topologically demanding roads. Central to this is the newly developed D38 six-cylinder engine with 15.2-litre displacement. This engine provides impressive power and extends the TGX model range by the 520, 560 and 640 hp classes. The engine has two turbo-charging stages and can therefore provide full torque already at 930 rotations per minute, delivering 2500 Nm in the 520 HP version and 2700 Nm in the 560 HP version. The new MAN TipMatic 2 gearbox and the innovative EfficientCruise tempomat help the driver save fuel. The wide range of models of the extremely powerful TGX is a reflection of its versatility: It is available for right- or left-hand drive and can be used with XL, XLX and XXL cabs. Premium class: TGX D38 with 640 hp for heavy transport The D38 serial six-cylinder engine with 640 hp is the strongest core produced by MAN - solely for the new heavy-duty semi-trailer tractor. The standard MAN TipMatic 2 gearbox with converter-clutch unit transfers the power to the road. This vehicle is particularly precise when manoeuvering in tight spaces, on inclines and with heavy loads. Thanks to the strong torque of 3000 Nm, even heavy-duty transports of 250 tonnes can be moved smoothly and powerfully. The newly developed, high-performance MAN Turbo EVB is ideal for use in the heavy-duty sector: a braking capacity of 600 kW is achieved in engine braking mode. Together with the gearbox Intarder, the MAN TGX D38 provides an overall braking power of 750 kW. Not every heavy transport task requires 640 hp. Gross train weights of up to 180 tonnes are possible with the 560 HP and 2700 Nm D38 engine. For maximum trailer loads, MAN provides adaptations of the 10x4 wheel configuration. Bundled efficiency in the MAN TGX EfficientLine 2 MAN combines new, fuel-reducing technologies in the TGX EfficientLine2 to lower the total cost of operation (TCO) and CO2 emissions even further. The EfficientLine2 package includes: Predictive EfficientCruise cruise control: this provides up to six percent fuel savings through optimal use of momentum energy when driving downhill and uphill.New D26 TopTorque engines: these are specially tuned for a fuel-saving driving style at low rotation speeds. Their 200 Nm torque increase in the highest gear harmonises well with the particularly long axle ratios. This additional torque is particularly useful on inclines to facilitate easier driving, less need to switch to a lower gear and sustainably lower fuel consumption.New speed-shifting function: faster gear changes between Gears 10, 11 and 12 reduce the traction force interruptions on inclines.MAN TeleMatics on-board module: This gives fleet managers full information about fuel consumption and an optimal overview regarding maintenance.Special municipal vehicles show Approximately 25 municipal vehicles in the sectors waste collection, winter service, road maintenance, road cleaning and wet waste disposal are on display. This involves a variety of chassis versions - usually based on MAN TGM and TGS - and body manufacturers. Sector-specific equipment provided by MAN includes the specially designed, automated MAN TipMatic gearbox for waste collection vehicles. It takes into account the specific usage profile of rear or side loaders. MAN offers an ergonomically optimised operating panel for rear loaders, which is integrated into the arm rest in the driver's seat. It can be used to activate the frequent-stop break, to switch the gearbox, to select pouring and pressing in the body or to select the neutral position of the MAN TipMatic. Sweeping machine chassis in the MAN TGL and TGM series provide many adaptations to attach the sector-typical attachments to the frame, e.g. sweeping roller, circular brooms and suction channel. MAN engineers have designed a new arrangement for this purpose, locating the complex Euro 6 exhaust gas systems, the diesel and the AdBlue tank as well as the compressed-air container above the frame. The MAN driving engine also drives the aggregates in the body via an auxiliary drive on the flywheel side. The sweeping machine moves between areas of operation at a typical truck speed of 80 km/h. The working speed during cleaning is below 3 km/h. Winter service and road service vehicles have extensive hydraulic systems for the snow-clearing shield, the operation of the winter service spreader and an optional loading crane. Air suspension for the rear axle is a serial feature of the all-wheel version of the MAN TGM with 14.1 to 15 tonnes permitted total weight. This ensures that all de-icing agents are evenly spread. Another positive feature of this type is the particularly small turning radius. It facilitates operation in tightly built-up, parked-up residential areas. MAN Trucknology® Roadshow The Trucknology® Days provide the starting signal for the new "MAN Trucknology® Roadshow 2015" truck demonstration fleet. Nearly 70 vehicles from the TGL, TGM, TGS and TGX series will go on tour throughout Europe. The new MAN TGX D38 will be part of it for the first time. The complete vehicles with bodies or semi-trailers will present a cross-section of the variety available in the distribution and long-haul transport, construction, heavy-duty transport, agriculture, forestry and municipal sectors. MAN sales organisations throughout Europe will present their fleets at events and demonstrations painted in striking crimson. Interested customers can arrange with their MAN salesperson to test-drive these vehicles for several days. Customers can thus experience MAN's competence in the sector and see for themselves how efficiently and economically transport tasks can be dealt with. Trucks to go The "Trucks to go" fleet is shown in front of the Truck Forum during the Trucknology® Days. These fully-assembled, new vehicles from all model series can be viewed online at www.man-truckstogo.com. The advantages for the customer are: They can cover short-term demand and respond to orders received without having to deal with the usual delivery times for vehicles. Complete vehicles such as roll-off skip loaders, three-way tippers and truck mixers or special-purpose vehicles such as refuse collection vehicles, skylifters or towing vehicles are also available. MAN trucks painted in neutral white are part of a range that is available throughout Europe. The "Trucks to go" home page lists the appropriate vehicles after entering the vehicle combination required. This marketing strategy has been applied by MAN in the last two years to supply more than 1500 trucks.

Volvo Trucks CEO Olof Persson set to resign Reuters / March 19, 2015 Truck maker Volvo's chief executive Olof Persson may be forced to leave the company in the next few weeks, Swedish business daily Dagens Industri reported on Thursday, citing unnamed well-placed sources. Volvo is under pressure to demonstrate the benefits of years of cost cuts under Persson, who took over as chief executive of the Gothenburg-based company in 2011. In 2012, the firm set a target to raise its operating margin by 3 percentage points by the end of 2015. In the previous year, the company had an operating margin of 8.7 percent. Volvo's operating margin in 2014 was 2.1 percent. "The announcement will come relatively soon. There are many indications that a press release will come within one or two weeks," one source was quoted telling the newspaper. The board are now looking for a successor and one likely candidate is Martin Lundstedt, chief of Volkswagen's truck-making unit Scania, a source told the paper. A spokesman for Volvo declined comment. .

Argentina’s Fábrica Argentina de Aviones (FAdeA) might interest some aviation enthusiasts here. Though established in 1927, the company leaped forward with world leading designs after World War II with the help of European designers. Leading French aircraft designer Emile Dewoitine, who’s D.520 was France’s only good fighter at the start of the war, helped Argentina design its first jet fighter in 1947. Then, under the direction of Germany’s legendary Focke-Wulf designer Kurt Tank, Argentina launched an advanced jet fighter in 1950, one of many Kurt Tank jet designs that would have flown for Hitler’s Luftwaffe had the war continued. Kurt Tank’s contributions to the Luftwaffe include the superb Fw190 fighter series, advanced Ta152 fighter and Fw200 Condor four-engine long-range (2,200 mile) maritime bombers, reconnaissance and transport aircraft. Tank was among the best of the best.

Two Scania engines are currently ensuring that Argentina’s main aircraft manufacturer can continue to build parts for a new transport aircraft without being disrupted by economically damaging power outages. The Fábrica Argentina de Aviones (FAdeA), Aircraft Factory of Argentina, is producing parts for a prototype of what will be a new transport aircraft for Brazilian company Embraer. As part of the investment plan for the project, FAdeA is using two generators, each with a Scania engine, as backups for the production processes in case of any power outages. The project began in 2011 when FAdeA signed a contract with Embraer to provide six sections of the new transport aircraft. These sections include a rack for electronic equipment located between the cockpit and the cabin, the nose gear door, the tail cone and the six meter high loading door. Keeping cool under pressure For these parts, a product called composite is required which needs to be stored under controlled temperatures of minus 20 degrees Celsius. The factory therefore has special freezers that maintain constant temperatures. As any disruption to the maintenance of these temperatures would severely impact production, the company decided to install a system that would ensure a constant electrical supply. “Ensuring a constant power supply for the freezers would ensure the availability of raw materials,” says Matías Savoca, FAdeA’s President. “This was essential to avoid economic losses.” Getting the best equipment To get the equipment that would best ensure the constant power supply, the Argentinian company considered several factors. “The products needed to technically comply with our needs,” says Savoca. “The supplier needed to be able to provide logistical support for installation and maintenance. And obviously the price needed to be reasonable and the product come from a recognised brand that assured us of high quality.” The Scania industrial engines met all these requirements. “We are providing an excellent product. Our people have to be the best, our processes have to be the best and the equipment we use must be the best,” says Savoca. Supporting photographs: http://newsroom.scania.com/en-group/2015/03/19/scania-helps-argentinean-aircraft-project-take-flight/

Reuters / March 19, 2015 After almost four years at the helm of truck maker Volvo and with time running out on showing the boon from cost cuts, chief executive Olof Persson may soon be heading for the exit, Swedish business daily Dagens Industri reported. Volvo has been locked in battle with Daimler and Volkswagen's truck brands for market leadership and has, over the past year, suffered a deep downturn for its construction gear in a plunging Chinese market. Dagens Industri, quoting unnamed sources, reported that an announcement about the CEO's departure could come within one or two weeks, and that one likely successor could be Martin Lundstedt, head of Volkswagen's truck-making unit Scania. Spokesmen for Volvo and its board chairman, Carl-Henric Svanberg, declined to comment on the report. Volvo, Sweden's biggest company by sales and top private sector employer, has been on an efficiency drive aimed at boosting its profit margin by 3 percentage points by the end of 2015. The truck maker posted an operating margin of 8.7 percent in the final year before the efficiency scheme was launched. Its margin in 2014 ended at 2.1 percent. Activist fund Cevian, the second biggest owner of the firm by votes, had called for it to end 2014 with a double digit margin. Persson, who headed Volvo's former Aero and construction gear arms before becoming CEO, said in February the efficiency drive aimed at saving 10 billion crowns ($1.15 billion) was going "according to plan". Handelsbanken Capital Markets analyst Hampus Engellau said the market had expected a gradual improvement of results, something which still seemed out of sight. But he added Persson still had some time before the deadline. "Although it could be that they have come to the point of realising this is not going to work," Engellau said.

For this, any reputable pump shop representing Robert Bosch can assist you. These injectors are readily available. Did you contact Robert Bosch to locate the nearest service location? http://www.bigmacktrucks.com/index.php?/topic/39315-bosch-unveils-website-to-help-locate-the-proper-injectors/ Particularly because this is an older model, a Bosch service locaton will be much cheaper than the Volvo/Mack dealer (Volvo doesn't want to support trucks older than 10 years, hence the outrageous pricing).

Today's Trucking / March 19, 2015 Mandatory electronic logs and roll-stability devices are coming to Canadian trucks. They’re coming, that is, if the Federal Transport Minister Lisa Raitt, Ontario Minister of Transportation Steven Del Duca, the British Columbia Trucking Association (BCTA), the Ontario Trucking Association (OTA) and the Canadian Trucking Alliance (CTA) get their way. All of the parties named above chose this week to voice their support for two initiatives. Raitt attended a special roundtable discussion with OTA and CTA members before announcing her support Thursday, and that meeting was quickly followed by announcements from the BCTA and Del Duca’s office. The OTA, CTA and BCTA have been promoting both projects for years, given, according to a BCTA statement, “that they will have multiple benefits for everyone from day-to-day road users to governments at different levels.”’ Likewise, says the CEO of the CTA. ““We commend the minister for her leadership and look forward to continuing to work with her on the legislation mandating both ELDs and roll stability,” said David Bradley. “We now call upon all of the provincial governments to work with Minister Raitt and CTA to help make this a cooperative country-wide effort.” And while Canadian regulations regarding stability-control technology will have to move “in lock step” with the American rules because so many Canadian operators cross the border, the Minister said when it comes to elogs (a.k.a., ELDs), Canada might move ahead of the U.S., as it did with other initiatives. She did not predict time lines for the new regulations and she commended the CTA for leading the campaign. “It’s one of the only times I have ever seen an industry asking the government for more regulations,” she said. ELDs ensure driving time is accurately recorded, removing the temptation for some individuals or companies to work outside the rules and increase their crash risk. The American Federal Motor Carrier Safety Administration (FMCSA) has announced it will be publishing a final rule requiring ELDs in September that will give the trucking industry two years to research, install and become familiar with the technology before the rule is enforced. The final rule on the stability control mandate from the U.S. National Highway Traffic Safety Administration has been sent to the White House’s Office of Management and Budget for its stamp of approval.

Fleet Point / March 19, 2015 Freight is a vital part of London’s economy – so managing it is crucial – as illustrated with over 265,000 freight vehicles delivering 360,000 metric tonnes of goods to the UK capital every day. September 2015 sees the introduction of the London Safer Lorry Scheme, and in addition there are numerous restrictions, rules and regulations transport companies must adhere to. It is a day-to-day challenge for operators to comply with enforcement and voluntary schemes across the capital. With the continuous need to improve road safety, cope with changed road infrastructure and increased congestion, and to minimise emissions, it is imperative for the freight and logistics sector to know what is going on. FTA is holding a one day conference – ‘Managing Freight in London’ to inform its members, and help address these issues. Freight Transport Association (FTA) is one of the UK’s largest trade associations and represents the transport interests of companies moving goods by road, rail, sea and air. Boasting a rich heritage, FTA has been supporting the interests of the transport industry since 1889. Chaired by David Wells, FTA’s Chief Executive from 1 May, and sponsored by Volvo Trucks and Brigade Electronics, the Managing Freight in London Conference takes place on Tuesday 2 June at The Kia Oval, home of Surrey County Cricket Club and one of the oldest and most historic stadiums in the world. Topics to be covered include: Freight operations – untangling regulatory and voluntary requirements in London – (TfL)HGV enforcement in London (Metropolitan Police Commercial Vehicle Unit)Environment panel session – minimising carbon emissions and the impact of the forthcoming Ultra Low Emission Zone on freight operations.Changes to London’s road space – from cycle lanes to new bridgesImproving road safetyUnderstanding and managing PCNsNatalie Chapman, FTA’s Policy Manager – London and South East said: “London is both one of the most economically significant cities in the world and the largest in Western Europe. Unsurprisingly supplying it with all the goods it requires to function every day is a colossal task. “The need to share reducing road space with increasing amounts of car movements, combined with the need to further minimise conflict with vulnerable road users and emissions mean that this task is only becoming harder. Operators tell us that they need help negotiating the complex requirements that London presents, and to understand what action they should be taking. This conference aims to help them achieve this.” The FTA conference will focus on the changes and challenges facing logistics operators in the coming months and years, providing the latest information and potential solutions. .

Today's Trucking / March 19, 2015 Daimler Trucks North America LLC (DTNA) is recalling certain model year 2007-2011 Freightliner Cascadia trucks manufactured between March 2007 and August 2010. According to a National Highway Traffic Safety Administration bulletin, water may leak into the Signal-detection and Activation Module (SAM) Chassis, causing corrosion which may result in electrical shorts or possible intermittent operation of trailer lights. If the trailer lights only work intermittently, other drivers may not know when the truck is slowing or stopping, increasing the risk of a crash. Not only that, but an electrical short in the SAM chassis could result in a fire. DTNA will notify owners, and dealers will inspect the SAM chassis for corrosion, replacing it as necessary. Any vehicle that does not have a drip shield mounted in the cab over the SAM chassis will receive one. These repairs will be free of charge. The recall is expected to begin May 4, 2015. Owners may contact DTNA customer service at 1-800-745-8000. DTNA's number for this recall is FL-679. Owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), or go to www.safercar.gov.

Prime Mover Magazine / March 19, 2015 The Toll Group has welcomed the notification by the Foreign Investment Review Board (FIRB) that the Australian Government has no objections in terms of its foreign investment policy to Japan Post's proposed acquisition of 100 per cent of Toll via a Scheme of Arrangement. “We are pleased that Japan Post’s bid has gained FIRB approval. The offer is compelling for Toll’s shareholders and this is an exciting time for Toll and its employees," said Ray Horsburgh, Toll Chairman. “While there are still a number of approvals to obtain, including the vote by our shareholders at an EGM in May, we look forward to a successful and speedy conclusion to the transaction. In the meantime, it is business as usual for Toll as we focus on delivering the best possible logistics solutions for our customers.” FIRB approval is one of the key regulatory approvals required for Japan Post to takeover, which examines proposals by foreign persons to invest in Australia and makes recommendations to the Treasurer on those subject to the Foreign Acquisitions and Takeovers Act 1975 and Australia's foreign investment policy. The process for achieving other approvals is underway and will be outlined in the coming weeks, according to Toll. .

Transport Topics / March 19, 2015 Volvo Group’s North American truck deliveries increased 14% in January from the same month a year earlier, the company reported. North American deliveries rose to 4,753 trucks from 4,178 a year ago, with the majority its Volvo and Mack brand trucks, Gothenberg, Sweden-based Volvo Group said in a statement. Volvo brand truck deliveries rose 12% to 2,733 trucks, and Mack’s gained 15% to 1,987 trucks. “Deliveries in North America increased thanks to a continuously high demand due to fleet renewal and a good economic development in general,” Volvo said in a statement. Worldwide deliveries for all Volvo brands slipped 4% for the month to 13,055 units. Heavy-duty units accounted for most of those, declining 8% to 11,023 trucks. Volvo Group makes Volvo and Mack trucks in North America and includes the Eicher, UD Trucks and Renault Trucks brands worldwide.

Prime Mover Magazine / March 18, 2015 Bridgestone has announced its M766 drive tyre with tread compound designed and developed for Australia’s unique logistics challenge that reportedly delivers up to 18 per cent additional wear life. The M766 boasts 21 per cent more tread rubber volume compared to its predecessor and is manufactured using a durable casing that makes it ideal for Bandag re-treading. The supported block pattern reportedly increases wet traction force 48 per cent when compared with the Bridgestone M722. "Australia has unique road conditions that put very particular stresses on truck tyres,” said Andrew Moffatt, Bridgestone Australia Managing Director. “We have high-powered trucks pulling long combinations, highways and roads made from rough aggregate and a higher road camber than many other countries – all factors which combine to put tyres under a great deal of stress. “We have conducted extensive testing in the lead up to the release of this tyre and are absolutely confident in the extended wear life that this product provides.” S-shaped sipes reduce lateral and circumferential block movement resulting in even wear and the increase in lateral sipes and tread block edges is reckoned to improve bite into with the road resulting in high traction, particularly in the wet. “We have run the tyre in a variety of applications with customers across the country and have recorded very strong and consistent wear life results,” said Claudio Sodano, Bridgestone General Manager Technical Field Services. “When compared with our major competitors, the M766 delivered up to 18 per cent additional wear life, and that can translate into tens of thousands of extra kilometres and a big saving for the operator.”

Sergio is quite a salesman. Really impressive. But he's running a house of cards that has slim finances. He's more than willing to sell the Cursor series engines to Ford because he very much needs the money. Sergio would like to get more deeply involved with Ford, to ease his financial burdens.

https://www.youtube.com/watch?v=DEBy7yVqeiY#t=202 Related reading: http://www.bigmacktrucks.com/index.php?/topic/30315-ford-cl-9000-fords-surprise-in-1977/

http://www.mb-military-vehicles.com/downloads/broschures/Ready_for_Future_Operations_Mercedes-Benz_2014.pdf

DAF Press Release / March 18, 2015 With a vision to further increasing intermodal container transportation efficiency, TelliSys presents a prototype of a tractor-semi-trailer-combination with an ultra-low fifth-wheel position that leads to 20% more cargo volume. Significant savings in fuel consumption and CO2 emissions per ton/kilometer are therefore possible within intermodal container transportation. TelliSys is a partnership between the IMA of the RWTH Aachen University, the European Intermodal Association, DAF, GEFCO, Goodyear, WECON and WESOB and aims to make possible the transport of containers with an internal height of 3 meters. As a result, 3 so-called ‘metre-trays ' can be stacked in a container, so that load volumes up to 100 m3 can be realized. 85cm (33.46") fifth-wheel height Within the TelliSys consortium, DAF has developed a Super Low-Deck tractor. By lowering the chassis behind the engine and by the use of a very compact rear wheel suspension in combination with 22.5" wheels on the driven axle, a fifth wheel height of only 85 cm is achieved. In addition, the special Low-Deck tractor has a lightweight 4.0-tonne trailing axle with 17.5" wheels to achieve a GVW of 44 tonnes. For the project Goodyear has developed special new low profile tyres for the steered and driven axles. These tyres are characterized by a very low height with high load capacities. New generation of containers Elaborating on the DAF Super Low-Deck tractor’s fifth wheel height of only 85 cm, WECON developed a special lightweight trailer of just 3,830 kg. Just as important is the development of a new generation of 40 and 45 foot containers, of which the floor is considerably thinner while maintaining load-bearing capacity and torsional stiffness. On the prototype, WECON has fitted a folding curtain to underline the versatility of the TelliSys Intermodal Technology Concept. Start of field test Obviously, in the development of the concept truck not only dimensions and load capacities have been taken into account, but full attention was also given to maneuverability, comfort and operational effectiveness. The TelliSys combination will now start an extensive field test with logistics partner GEFCO, in which truck, trailer and container will be used intensively within its intermodal transport operations by road, rail and water. "TelliSys has shown that it is possible to achieve 20% greater efficiency for container transportation," said intermodal consultant Heiko Sennewald, who is both partner and initiator of the project. "The field test performed by GEFCO will have to prove the practicality of the system.” The results will determine whether market introduction is feasible, also depending on market interest. In order to gauge this we will exhibit the TelliSys Intermodal Technology Concept in early May (5th till 8th) at the Transport Logistics exhibition in Munich. It is important to stress that this technology concept won’t be on the market on short notice." The “Intelligent Transport System for Innovative Intermodal Freight Transport” (TelliSys) promotes the EU’s objective of optimizing the performance of intermodal logistics chains and provides smooth and cooperative interactions between different modes of transport. The project has started in December 2012 and is funded within the 7th Framework Programme (FP7) of the European Union for a period of three years. .

You need to go to a Mack dealer that still has some long-time veteran mechanics with in-depth "Mid-Liner days" experience. This engine in the Mack world was referred to as the E5-240. Featuring individual cylinder heads, the 240 horsepower MIDR 06.20.45's architecture is similar to the 215 horsepower MIDR 06.20.30 used in MS300 and CS300 Mid-Liner models.

Fleet Owner / March 18, 2015 Fuel injection system supplier Bosch has unveiled a new website designed to provide the information necessary to help visitors choose the proper diesel fuel injectors for their vehicles. The website (http://www.choosetherightinjector.com/) offers in-depth information on a variety of key topics, including why injectors fail; the hazards of using non-authorized remanufactured injectors; and frequently asked questions “Common rail engines are less forgiving of poor repair quality than conventional engines,” said Ross Sandercock, director of diesel products for Bosch Automotive Aftermarket North America. “Although there are many options for selecting rebuilt/remanufactured injectors that can save you money, there are also as many risks associated with choosing an injector from a non-authorized remanufacturer. Consumers and technicians need to know the risks and understand the choices they have in order to make an informed decision regarding diesel vehicle service and performance,” he said. Choosing the wrong injector can lead to a number of issues, including: Loss of powerDecrease in fuel economyFailure to operate after a short period of timeIncreased noiseNo startSmokeEngine damageExhaust system damageAccording to Sandercock, an injector from a non-authorized remanufacturer could cause an issue as simple (but expensive) as a decrease in fuel economy; but at worst may lead to catastrophic engine or exhaust system damage. One failed injector could destroy the entire exhaust system and lead to complete engine failure, he said. ChooseTheRightInjector.com takes visitors through the most common injector failure scenarios, lists the symptoms of those failures, and offers helpful tips on how to avoid them. The site also includes links to: Informational brochuresBosch Vehicle Part Finder – to help find the correct Bosch injector for the customer’s vehicleWhere to Buy – to find the nearest Bosch Diesel sales outletVideo: https://www.youtube.com/watch?v=sIWpPYw-DUc#t=25

Bloomberg / March 18, 2015 MAN SE has broadened its union negotiations to include non-production jobs as it seeks to slim operations amid what the company has warned will be the second straight year of declining orders for trucks. MAN started union talks last year over three key plants in Germany and Austria and has reduced hours for nearly 6,000 factory workers. Negotiations now include white-collar workers, particularly at the Munich headquarters, said Juergen Dorn, who leads the MAN workers council and sits on the supervisory board for the truckmaker and its parent Volkswagen AG. The cost cuts are intended to offset slowing deliveries due to a recession in Brazil and slowing growth in China and other markets. Still, both management and union representatives aren’t seeking job cuts, Dorn said. Employees in Munich or at the three affected factories may instead be re-assigned to other roles within Volkswagen, or the company may try to bring more functions in-house to keep jobs filled, he said. “Our plants in Munich, Steyr and Salzgitter each do pretty much the same thing, but none of them have satisfactory capacity utilization rates,” Dorn said in a telephone interview. “We’re investigating the potential to concentrate certain functions in one location, so that each plant can develop core skills.” The three production sites employ a total of about 7,900 workers, while about 5,300 people work in office jobs such as research and development and finance at the Munich head office, the company said in an e-mail. Sacha Klingner, a spokesman, declined to comment on the details of the talks or their expansion to include white-collar workers. Sales at MAN, Europe’s third-largest truck manufacturer, dropped 10 percent last year to 14.3 billion euros ($15.1 billion), and operating profit widened to 2.7 percent of revenue from 1.9 percent. The company has stepped up cost cutting in all divisions, Chief Executive Officer Georg Pachta-Reyhofen said on March 11. Global Rival Volkswagen, which took full control of Swedish truckmaker Scania last year and MAN in 2013, has yet to reap significant cost savings from sharing development efforts. The Wolfsburg, Germany-based carmaker, the world’s second biggest, said last week it wants to create the world’s most profitable truckmaker, a global unit to rival Daimler AG’s truck division and Volvo AB. One step toward that goal was the hiring of Andreas Renschler, former head of Daimler’s commercial vehicles unit. He started his new role on Feb. 1 and was asked to devise a unifying strategy and boost MAN’s profitability. Recent conversations with Renschler have touched on how to improve cooperation to save costs on items such as gearboxes, axles and framing parts, according to Dorn. Talks also included implementing a shared production architecture for trucks, similar to Volkswagen’s strategy for producing passenger cars more cheaply. “Mr. Renschler, coming from Daimler, is in a neutral position,” Dorn said. “I expect him to succeed in uniting both brands and on our profitability goals.”

Commercial Carrier Journal (CCJ) / March 13, 2015 If you’ve been paying attention to any of the trucking industry economists in the last two years, you’ve heard a cadence of good news: Manufacturing is making a steady comeback, construction and housing starts are up (albeit from dreadful depths), and inventories remain near historic lows. All these indicators obviously are good news for carriers, and fleets have capitalized with stronger pricing power and the desire to expand. But a rapid growth in carrier size hasn’t materialized, thanks in large part to the driver shortage that has curtailed any desires to expand. Fleets could add power units, but they couldn’t find anyone to fill those seats. As it turns out, the driver shortage may not be anything that the trucking industry has the power to directly control. John Larkin, managing director and head of Transportation Capital Markets Research for Stifel, Nicolaus and Company, told attendees at the Truckload Carriers Association’s 77th Annual Convention in Orlando this month that the labor force participation rate is at its lowest level since 1970. The cause, said Larkin, is a mix of baby boomers retiring, discouraged workers and lack of opportunity. But the biggest issue is the rapid increase of entitlement programs in the last six years. “Many trucking companies tell me that the person they are competing with for drivers isn’t other carriers, it’s the welfare state,” said Larkin. “Some of that is the function of the social welfare net that some people find it more desirable to sit on the couch and max out on welfare payments, food stamps and unemployment benefits rather than engage in an honorable profession like trucking.” While the unemployment rate in the United States sits at 5.5 percent, well below the 10 percent it reached in October 2009 during the Great Recession, Larkin said when you factor in the under-employed (defined as part-time workers that would prefer a full-time job and over-qualified workers working menial jobs) the true unemployment rate is roughly 11 percent. Noting that healthcare and the leisure & hospitality industries have the strongest job growth going back to August 2008, other industries such as construction and manufacturing have suffered. Larkin said there are about 2 million blue-collar jobs available in the United States. “The reality is many people that are unemployed can’t qualify for blue-collar jobs because they can’t pass a drug test or meet other minimum criteria,” said Larkin. “It isn’t a trucking-only problem that we have in the United States, the jobs are out there.” Larkin added that during the Great Recession 22 percent of the jobs lost were low-paying jobs, but as we’ve recovered, 44 percent of new job creation are lower-paying, low-benefit jobs. If some estimates hold true that the trucking industry will face a mammoth shortage of 250,000 drivers by 2020, the problem only is exacerbated. The silver lining, said Larkin, is that it should create a positive pricing environment. Stifel analysts currently project a 3 to 5 percent increase in freight rates this year overall. A myriad of regulatory pressures, including hours of service changes, electronic log mandate, Compliance Safety Accountability, drug testing and increased driver training requirements could create the “mother of all capacity crunches” sometime in 2017 and 2019, said Larkin, adding, “That could be exciting for everyone in the room.” Constrained capacity could be so bad however that Larkin said it could affect the growth of the overall U.S. economy, calling that scenario “worrisome.” “But it could also lead to more free thinking by Congress that perhaps would open up some possibilities for more productivity, including getting young driver trainees into the system before they turn 21 years old so we don’t lose all these high school graduates to other industries,” said Larkin.

Related Reading Lawsuits allege Navistar execs violated SEC, state laws Commercial Carrier Journal (CCJ) / April 9, 2015 The recent lawsuits brought against truck and engine manufacturer Navistar International Corp. allege that former Navistar CEO Dan Ustian and current CFO Andrew Cederoth violated provisions of the Securities Exchange Act of 1934, along with a few state laws, says a report on CCJ sister site Successful Dealer, who spoke with attorney Willie Briscoe — one of the attorneys bringing claims against the company. As reported Monday, the multiple class action suits brought against Navistar are on behalf of shareholders who bought Navistar common stock between Nov. 3, 2010, and Aug. 1, 2012. One case in particular is being filed on behalf of Construction Workers Pension Trust Fund Lake-County and Vicinity — and others like them — who bought 6,709 shares of Navistar stock in the time period for $246,000 and sold them for $165,000 when the company’s stock tanked in the wake of discontinuing its MaxxForce 15 engine and dropping EGR-based emissions tech in favor of SCR engines equipped with Cummins aftertreatment systems. According to the lawsuits, Ustian and Cederoth both sold their personal shares of the company’s stock when it was at record highs. Ustian sold 55,000 shares for nearly $3.9 million, and Cederoth sold 9,500 shares for $642,962. As Monday’s report notes, the lawsuits allege Navistar artificially inflated its stock price by withholding information from shareholders — such as that its engines were not meeting EPA standards — and misleading shareholders as to where the company was headed financially.

Related Reading Court consolidates suits against Navistar’s MaxxForce engines, transfers them to Illinois Commercial Carrier Journal (CCJ) / December 22, 2015 Per a request made in October, Navistar International has been granted its motion to consolidate the more than two dozen lawsuits against it and its EGR-only engines, and proceedings in the bundled suits has been transferred to the Northern District of Illinois. Fourteen lawsuits were consolidated under the ruling, made Dec. 17 by a five-judge panel on multidistrict litigation. All 14 suits, the panel rules, involve “common questions of fact” and that the Illinois district “will serve the convenience of the parties and witnesses and promote the just and efficient conduct of the litigation.” The suits against Navistar allege that the truck and engine maker knew that its 2008-2013 model MaxxForce engines had defects, yet the company concealed those defects form buyers and knowingly sold and marketed the products as otherwise, the suits allege. In a filing Oct. 3, Navistar asked the court to consolidate the suits and transfer them to Illinois, where Navistar is located. The company said then that it was facing 15 lawsuits in eight federal districts and 11 suits in state courts. It also said it had received notices of intent to sue from 21 other parties. The consolidation order issued last week only mentions the 15 federal suits. The one case not consolidated with the other — a suit brought by Alabama-based Ross Neely Systems — has “reached an advanced state,” the court concludes, and the trial is scheduled to begin in February. Its inclusion in the centralization of the cases “will unnecessarily delay the resolution of that action,” the panel wrote in its order.

Commercial Carrier Journal (CCJ) / March 18, 2015 The Securities and Exchange Commission filed in December a lawsuit against Navistar International Corp. claiming the truck and engine maker improperly redacted and withheld documents the Commission attempted to subpoena. The subpoenas are part of an SEC investigation into whether Navistar violated federal securities laws “by making false or misleading statements or material omissions” regarding its ability to obtain EPA emissions certification on its MaxxForce engine line, according to court documents filed in January. Though Navistar has released thousands of documents so far, it has either redacted or withheld thousands of others, the SEC claims in its filings. Navistar says the documents fall under attorney-client privilege and therefore are protected from subpoena. The SEC, however, says many of the documents are not protected by attorney-client privilege and therefore should be produced. Its lawsuit against the company asks the U.S. District Court in Illinois that’s handling the case to conduct an in-camera (private) review of the documents to determine whether Navistar’s claims are valid. If invalid, the SEC says, the court should order Navistar to produce the documents unredacted. Navistar has been facing legal heat in recent years over its 2010-2012 attempts to meet federal emissions standards via EGR only. All other truck makers opted to use the SCR exhaust aftertreatment-based method. In addition to the SEC investigation, the company has been sued by dozens of trucking companies alleging it knew that its 2008-2013 model MaxxForce engines had defects. Those defects, the lawsuits allege, were concealed from buyers. Navistar, meanwhile, marketed the engines as more reliable than competitors, the lawsuits claim. A federal judge consolidated all of those lawsuits in December. Navistar has also been sued by investors who claim Navistar and former executives Dan Ustian (former CEO) and Andrew Cederoth (former CFO) artificially inflated stock prices by withholding information from shareholders and misleading them as to the company’s financial outlook. Those suits were filed in spring 2013.

At the price sensitive bottom end of the Brazilian Cargo range, the C816 and C1119 still use the old Cargo cab. But the rest use variants of the current Global Cargo cab. http://www.fordcaminhoes.com.br/cargo/