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Capacity Truck shows off new Sabre tractor Fleet Owner / February 16, 2015 Terminal tractor manufacturer Capacity Trucks highlighted its all-new Sabre at the 2015 Technology & Maintenance Council (TMC) annual meeting, which will eventually replace the company’s current TJ (short for “tractor jockey”) 5000, 7000, and 9000 models. During a press conference here at TMC, Capacity’s President Scott Lord noted that the company put the new Sabre – introduced back in January this year – through the equivalent of three years’ worth of durability testing at the Bosch Proving Grounds in South Bend, IN, with focused testing on doors and other components handled in Buchanan, MI. “We used 110,000 psi [pounds per square inch] military grade steel for the Sabre’s [c-channel] frame rails; steel strong enough for us to offer a 10-year structural frame warranty,” Lord noted. Testing included 96,000 door opening and closing cycles, along with 96,000 boom hooking cycles. That test exposed the boom to 5.8 gravities worth of force, Lord pointed out; so much force that the testing equipment itself actually broke under the strain. He added that the new Sabre is engineered to deliver the lowest total cost of operation or TCO to fleets via improved durability, reliability, serviceability, and especially driver ergonomics. “We’ve been able to ‘tune’ this truck so the driver won’t feel bumps,” Lord (at right) explained, via the use of airbags under the cab and the vibration dampening design of the tractor’s seat. “We’ve also made some subtle cab changes, too; making the cab wider and raising their height of gauge display.” He also noted that Capacity offers a wide range of customization for its “yard mules” so pricing for the new Sabre model will vary. Yet the base cost for an on-road Sabre configuration will remain the same as the TJ models it’s replacing: roughly around $95,000. Capacity is a division of Allied Specialty Vehicles (ASV), a U.S.-based manufacturer that produces between 18,000 and 19,000 emergency vehicles, small buses, terminal trucks, recreation vehicles and street sweepers annually.

Transport Topics / February 17, 2015 Capacity Trucks showed a new terminal tractor for warehouse, port and intermodal operations while another terminal tractor maker, Kalmar Ottawa, said its T2 terminal tractor helped the company to its second-best year ever. The Sabre, as Capacity Trucks’ vehicle is named, was rolled out Feb. 16 at the annual meeting of American Trucking Associations’ Technology & Maintenance Council here. President Scott Lord told Transport Topics that he estimates the terminal tractor market at 4,500 to 5,000 units per year in North America, although “that’s rough — nobody tracks it, [and] there’s no registration data,” he said. Capacity’s primary U.S. market for terminal tractors is warehouse and distribution, with about 60% to 70%, Lord said. Ports make up the rest, though they account for a greater percentage of its overseas markets, which is some 15% to 20% of its sales, he said. Capacity is based in Longview, Texas. About 20% to 30% of Sabre’s market is for operations that require trucks to travel on roads to terminals or warehouses. The rest are off-road. The average price of an on-road terminal tractor would be in the mid-$90,000 range, Lord said, but “these things get so customized, depending on the customer’s needs” that they can cost much more than that. “What we tried to do with this truck is to focus on the entire cost of operations for our customers,” he said, adding that part of the reason the truck is called the Sabre is because its goal is to slash the cost of operations. Capacity Trucks plans to have its current TJ5000 model phased out by June with Sabre production rolled in by then, “depending on customer orders,” he said. Separately, Kalmar’s T2 terminal tractor, released at last year’s TMC show, went into full production in the fourth quarter of 2014, Bob McTernan, marketing and dealer operations manager, said Feb. 17 at the company's display booth. “It’s proven very popular,” McTernan said. “We’ve had in excess of 3,000 units of production [and] more than doubled our daily output” as it transitioned from its previous tractor product. For more information: http://capacitytrucks.com/sabre-truck/meet-sabre .

Exactly, the RM is set up for a steel nose (Mack never offered a fiberglass hood-equipped RM).

The Financial Times / February 17, 2015 Daimler, the world’s largest truckmaker whose brands include Mercedes-Benz, Freightliner and Western Star, has published the actual take-home pay of its senior managers under new German corporate governance rules – and revealed that chief executive Dieter Zetsche is the country’s second-highest-paid employee at a listed company, having received US$16.4 million (€14.4 million) last year. Alongside a conventional pay table detailing the pay and bonuses awarded to executives for their efforts in 2014, the Stuttgart-based car and truck maker on Tuesday published a new table showing what executives actually took home. For Daimler, that meant including details of how a stock-related long term incentive scheme entered into four years ago ultimately paid out. In its remuneration report, the group revealed that Mr Zetsche gained US$8.5 million (€7.5 million) in 2014 arising from this 2010 incentive plan, bringing the total payments that he received last year to US$16.4 million. In 2013, he received US$15.6 million (€13.7 million). The sums are subject to tax. By contrast, the company said that Mr Zetsche had been awarded – but not yet received in full – around US$9.6 million (€8.4 million) in pay and bonuses for his work in 2014, a fraction more than in 2013. How much he actually receives will depend on how the company performs in future. Daimler’s pay report demonstrates how investors are now being given much more detailed information on executive pay in Germany, following the overhaul of the country’s corporate governance code in 2013. This reform was intended to make management board members’ pay more transparent over time and also more comparable with other companies. Michael Schneider, head of environmental, social and governance at Deutsche Asset & Wealth Management, said: ““Of course we like [the reforms] – any additional transparency is helpful for investors . . . You can also see much more clearly how companies intend to balance the interests of shareholders and executives when structuring long term incentive plans.” Mr Zetsche’s US$16.4 million take-home pay puts him second only to Martin Winterkorn, Volkswagen chief executive, who was awarded US$17.1 million (€15 million) in 2013, the most recent year for which data is available – although those figures are not directly comparable. In 2012, Mr Winterkorn’s €17.5m in pay and bonuses triggered an outcry in Germany and helped catalyse the overhaul in how companies report executive pay. Under Mr Zetsche’s leadership, Daimler’s fortunes have been transformed over the past two years, thanks to a new line-up of sleek and sporty Mercedes-Benz vehicles. Its share price stood at about €37 at the start of 2010 is now above €82. Daimler’s shareholders are also set to receive a higher dividend this year. Last year, its investors voted almost unanimously voted to approve the pay scheme. But in spite of Daimler’s much improved performance, Mr Zetsche’s take home pay will not keep increasing – because the new governance rules also oblige German companies to set caps on executive pay. Daimler has set a cap of €10.15m for Mr Zetsche, which will apply from 2018 when the 2014 long-term incentive scheme pays out. If Mr Zetsche had all met his long-term targets, he would otherwise have been in line to receive a maximum of €14.6m in four years time for his work in 2014. Daimler is also saving diligently for when Mr Zetsche retires. It has made €39m in provisions to fund his pension – a jump of some €10m since last year – according to the pay report. Low interest rates have made funding future pension obligations more difficult. Earlier this month, Mr Zetsche explained that his large pension pot was due to his almost 40 years of service to Daimler and that the company’s pension system had since been reformed. Manfred Bischoff, chairman of Daimler’s supervisory board which oversees management and sets executive remuneration, received a 20 percent increase to his pay last year, taking it to €448,500. Investors also approved that increase at last year’s annual meeting.

Press Release / February 15, 2015 The challenges faced by the vehicle industry, from regulatory requirement to total cost of ownership and even market differentiation, are constantly evolving. The Jacobs Vehicle Systems’ Technology Roadshow will give your team an understanding of how we view the industry’s major challenges. It’s an opportunity to talk with our engineers about what you are facing, discuss our current technologies, and share your thoughts for future development directions. In addition, because we work with the world’s largest OEM’s, we can offer a unique perspective on trends we see and how the industry is moving to address them. Jacobs’ VVA platform allows designers to reliably optimize performance and efficiency across an engine’s operating range. It offers complete valvetrain flexibility and has enabled advances for the heavy duty and automotive industries including significant downsizing and enhancements to engine power density. For more information: http://www.jvstechroadshow.com/ .

There's only so many ways to design an aerodynamic box on wheels, so I can appreciate your thought that the H350 and European vans follow a similar exterior design theme. I saw the new H350 at the IAA Hanover show and was extremely impressed. Hyundai did their homework. In light commercial, Hyundai also has the popular H-1 mid-sized van, a size lacking in the US market since end of Chevrolet Astro production. http://worldwide.hyundai.com/wcm/idc/groups/sgvehiclecontent/@hmc/documents/sitecontent/mdaw/mdg0/~edisp/brochure-h1-2011.pdf Page 10 - http://www.hyundai.com/wcm/idc/groups/sggeneralcontent/@hmc/documents/sitecontent/mdaw/mdgw/~edisp/hw086854.pdf

With respect, MAGLEV was not developed by General Dynamics, Grumman or the the US Dept of transportation. The pioneer of MAGLEV, dating back to a 1934 patent, is Germany's Transrapid (http://www.transrapid.de/cgi-tdb/en/basics.prg), a joint venture between Siemens and ThyssenKrupp. Anyway, that concept model was developed by Volvo in Europe (and note the Volvo "V" in the grille).

Reuters / February 16, 2015 South Korea's Hyundai Motor Co.plans to spend US$1.8 billion by 2020 on a major offensive in commercial vehicles, including entering the U.S. market, to catch up with rivals in a rapidly growing global market. Hyundai said it plans to introduce "premium models in North America and Europe." Hyundai, the world's No.5 automaker when paired with sister Kia Motors Corp., expects the global commercial vehicle segment to grow 30 percent annually over the next five years. In support of the company’s commercial vehicle ramp-up, Hyundai will invest US$363.1 million to expand its truck and bus production facilities. The company plans to boost its annual production capacity by 54 percent to 100,000 units by 2020, up from 65,000. Over the remainder of the decade, the company will also spend US$1.45 billion on the development of additional new commercial vehicle models. The company introduced its new Xcient heavy truck range in 2013, and new H350 full-size van in 2014 which competes with the Ford Transit and Mercedes-Benz Sprinter. http://www.hyundaiviethan.com/uploads/image/files/qz_katalog_hyundai-truck_by.pdf .

Fleet Owner / February 16, 2015 Bose has introduced the next generation of its Bose Ride truck seat suspension system, offering new features and functionality including new ride-control options, improved seat-top ergonomics, and a built-in driver orientation training module. Presented Sunday at the 2015 Technology & Maintenance Council (TMC) annual meeting, the next generation of the driver’s seat is based on feedback from Bose Ride owners and fleets, as well as ongoing company research. The new capabilities are designed to deliver the benefits of dramatically reduced fatigue and pain to more truck fleets and drivers. “With the Bose Ride system II, more drivers can feel safer, recover faster, and expect a longer driving career, while traveling over more varying road conditions,” said Mike Rosen, Bose Ride chief engineer and general manager. “The Bose Ride system II is now an even better tool for fleets looking to improve their business performance.” The new Bose Ride system II offers a three-position Ride Control selector, allowing drivers to customize their ride throughout the day: The “Soft” setting provides the smoothest ride with maximum protection from dangerous road-induced shaking.The middle setting delivers an experience of gently following the road contours, while protecting the driver from shaking and bumps. This provides a slightly firmer ride than the Soft setting. And for drivers who haven’t experienced the Bose Ride® system before, this setting may be preferable as they begin using the product.The “Firm” setting protects the driver while adapting the ride for very rough on-road and many off-pavement environments, providing the best defense against bottoming in harsh conditions. This setting also offers drivers with years of air-suspension seat experience a more familiar feel as they transition to the improved performance of the Bose Ride system.The Bose Ride system II also incorporates improved seat-top ergonomics for better adjustability. These improvements include wider fore-aft and seat-back angle ranges, providing added comfort for more drivers. A new built-in driver orientation module allows first-time users to understand how to get the most out of the Bose Ride system, before they hit the road. Upon activating the orientation, the system uses Bose’s proprietary high-speed electromagnetic motor as a speaker to play an informational audio track, while providing the motion necessary for the driver to experience what to expect from the system when driving. Originally launched in 2010, the Bose Ride system works by cancelling the road-induced shaking, bumps, and jolts that can harm drivers. This is made possible by a high-power, regenerative electromagnetic motor, a high-speed, truck-grade computer, and precision sensors built into the suspension base. The Bose Ride system II for aftermarket installation is available for purchase from Bose beginning April 1. Volvo versions of the Bose Ride system II will be available in new Volvo trucks later this spring. For fleets purchasing 100 or more systems from Bose, the per-unit price is $2,995 plus delivery and installation. Pricing for 10 to 99 units is $3,695 plus delivery and installation. Single-system purchases and volume pricing up to nine units is also available.

Fleet Owner / February 16, 2015 Products optimized for engine downspeeding, along with additional drivetrain technologies aimed at increasing efficiency and fuel economy, will be the focus for Dana Holding Corp. at this week’s Technology & Maintenance Council's 2015 annual meeting. With a goal of decreasing the total ownership costs of line-haul trucks and other heavy-duty, on-highway vehicles, Dana's solutions are designed to reduce vehicle weight and improve reliability, company representatives explained at a press event this week. "With new, government-issued standards coming in 2016 for commercial vehicles, Dana offers technologies to improve fuel efficiency and optimize performance, helping manufacturers to meet these strict requirements without giving up power or performance," said Mark Wallace, executive vice president of Dana and group president of Dana On-Highway Driveline Technologies. "Our engineers are dedicated to establishing new benchmarks with a comprehensive range of innovations. Our line of products optimized for engine downspeeding is just one way we're helping fleet owners reach new levels of efficiency for their vehicles." Among the highlights, a new training module will instruct dealers, fleet managers, and service personnel on engine downspeeding, an increasingly prevalent strategy for improving fuel efficiency. The module is a computer-based course that instructs users on the basic principles, benefits, and challenges associated with engine downspeeding, according to Dana. The module provides a “one-stop source” for key drivetrain system knowledge, individual component specifications, literature, videos, images, service bulletins, and parts books. It also presents strategies for maintaining and servicing the Dana solution for engine downspeeding, which includes the Spicer AdvanTEK 40 tandem axle, the SPL 350 driveshaft, and the SPL 250 inter-axle shaft. The training will be available in the second quarter of 2015. The company also announced the launch of Spicer XFE 75W-90 axle lubricant, an all-new synthetic gear oil designed to further improve fuel economy in high-efficiency drivetrain solutions while qualifying for an initial 500,000-mile drive axle lubrication change interval. Spicer XFE 75W-90 axle lubricant is specifically formulated to improve drive axle efficiency in a variety of on-highway applications. Dana engineers have validated numerous performance benefits of Spicer XFE 75W-90 axle lubricant, including reduced friction and spin loss, a lower stabilization temperature, and more stable viscosity during operation. Vehicle tests indicate that the use of this lubricant could enable additional fuel savings to result in a payback of typical purchase cost within six months when compared with currently approved synthetic axle lubricants.

Transport Topics / February 16, 2015 Eaton and Cummins officials said they have continued to upgrade their SmartAdvantage integrated powertrain to boost fuel economy and that sales of the system have been strong. Ryan Trzybinski, Eaton's development and project planning manager, said SmartAdvantage has nearly 200 customers and that "sales have exceeded our expectations." While Tryzbinski and Cummins Global Powertrain Director Mike Taylor declined to give specific sales figures, it was "in the thousands," they said at a Feb. 15 kickoff breakfast at the Technology & Maintenance Council's annual meeting. Taylor announced that Cummins' ISX12 G natural-gas engine would now be available with the Eaton Fuller Advantage automated transmission. "We're very excited about continued collaboration with more choices in fuel and more choices in AMTs," Taylor said. Officials reported that Kriska Transportation fleet maintenance manager Marcel Boisvenue said that carriers' fuel economy improved to 9.5 mpg from 6.5 mpg, "just by handing [drivers] the keys to a new truck . . .at 1,000 miles a day, that's a lot of money." Tryzbinski also said that Eaton's Procision medium-duty transmission, first announced last fall, is on track for a July release.

Volvo built a handful in 2001 before putting it on sale in the global market in 2002 (ex. US). And they introduced it in the US market for the 2008 model year. We sometimes assume that a market launch means immediate high volume sales, e.g. Ford's new F-150. But that's not the case here. It took years for sales to grow in Europe, and they were problematic for many years. In many markets where second-hand Volvos are sold, they still yank out the ishift and install a ZF. In the US, the ishift (and rebadged mDrive) sold poorly for years. Only now are they seeing volume sales (frankly because Volvo is now pushing it so hard). In my humble opinion, ZF's AMT is probably the best, with the Eaton a close second but a tad lower in purchase cost. And again, for a single countershaft AMT, the Benz AMT/Voith clutch-retarder is worth a hard look in the vocational segment.

Scrambling for cash In a bid to raise at least $500 million to keep its core North American business going, Navistar has been largely trying to liquidate its global operations with the exception of Australia and Russia*. * Only 11 dealers in a vast country and an office in St. Petersburg. Sales are now limited to the ProStar, with 9800i distribution having been discontinued there. MAN is furious with Navistar for breaking their contract agreement and selling the license-built 12.4-liter MAN D26-based MaxxForce13 outside of the U.S. in Russia and other MAN markets. In February 2013, Navistar sold its 49 percent stake in its Indian joint ventures (Mahindra Navistar Automotives Ltd. and Mahindra Navistar Engines Pvt. Ltd.) to partner Mahindra for a total of US$33 million, after having jointly invested in the design of a new heavy truck range (http://www.mahindratrucksandbuses.com/trucks.html). Navistar also sold its Monaco recreational vehicle business, Garland, Texas severe-service truck plant (the former Marmon truck assembly facility - http://www.bigmacktrucks.com/index.php?/topic/28070-trucking-news-navistar-to-close-garland-truck-plant/),and this year the assets of it Continental Manufacturing subsidiary (the EZ-Pack refuse body and ready mix units - http://www.bigmacktrucks.com/index.php?/topic/37119-commercial-specialty-truck-holdings-acquires-continental-mfg/). Now, Navistar is searching for interested parties to either partner with (and accept the major financial burden) or takeover the company’s Brazilian operations including truck sales and assembly, and the MWM diesel engine producing subsidiary. The History of International in Brazil International Harvester sold its Brazilian operation to Chrysler in 1966 and walked away from the market (Volkswagen took over Chrysler’s truck plant in 1980 and became the region’s leading truckmaker). Renamed Navistar International in 1986, the truckmaker returned to Brazil in 1998.............and walked away again in 2002. Navistar returned again in 2010 under the NC2 banner, which was planned as a CAT-Navistar joint venture that would be responsible for global truck sales. However for reasons yet to be disclosed, CAT and Navistar decided to dissolve NC2 just one year later in 2011. From 2012, Navistar would become wholly responsible for producing the trucks, and they would be sold through respective CAT or Navistar global dealers. CAT would remain involved in the design of its self-branded truck models. With a come and go tradition combined with confusion over the quickly evaporated NC2 brand, it’s no wonder that most Brazilian truck operators walk past the handful (eleven) of Navistar truck dealerships. Navistar’s activity in Brazil includes the MWM diesel engine business and CKD assembly of 9800i and 4400i (DuraStar) series trucks. Now, Navistar is looking for a buyer. MWM in Brazil (MWM Motores Diesel SA) was founded in1953 by WMF (Württembergische Metallwarenfabrik), Knorr-Bremse and MWM gmbH (Motoren-Werke Mannheim). This MWM, shall we say MWM Europe, was acquired by CAT in 2010. MWM (Brazil) was purchased by Klöckner-Humboldt-Deutz AG (KHD) in 1985, and sold to Navistar International in 2005. Brazilian truck market share: Volkswagen (MAN) 27% Mercedes-Benz 25% Scania 13% Volvo 13% Ford Truck 13% Iveco 7% Other 2% (Includes Navistar, DAF, Agrale, Foton, JAC, Shacman and SinoTruk) In 2012, Navistar moved 9800i COE production out of the Agrale plant in Caxias do Sul where it had been renting space since 1997, to save money and squeezed production into the company’s Canoas facility. Canoas was originally built in 1999 at a cost of $25 million under the Maxion-Navistar joint-venture as an engine plant (Navistar bought out Brazilian engine maker Maxion in 2001). The factory produced 7.3 liter Powerstroke engines for U.S. market F-Series trucks Currently, Canoas is a parts distribution center (PDC), cab, truck and small diesel engine assembly plant all squeezed into one. To give you an idea of size, Navistar’s Canoas plant employs 700 people, while Volvo’s Sao Paulo facility has 4,500 people. In addition to the Canoas plant, the main MWM-International engine plant is located in Sao Paulo, plus a small engine plant in Cordoba, Argentina. Unlike other truck and component manufacturers including Cummins, M-B, Scania, Volvo and Volkswagen which wisely located their plants around the coastal ports cities of Sao Paulo and Rio de Janeiro because of their convenient logistics infrastructures, Navistar’s Canoas plant is essentially far out in the middle of nowhere. FYI: The 9800e* and 9800i** are the predecessors of the U.S. market 9700 axle-back COE that, in addition to the 9600 axle-forward, was originally launched in 1981. 9800e 6x4 tractor ISX400 axle-back flat-roof http://www.internationaltrucks.co.za/files/NC2SouthAfrica/assets/pdf/9800e_Spec_Sheet.pdf 9800i 6x4 tractor ISX470 axle-back raised-roof http://www.internationaltrucks.co.za/files/NC2SouthAfrica/assets/pdf/9800i_Spec_Sheet.pdf For the global market, Navistar was planning to replace the 9800 series with a refined version of their new Indian market Mahindra-Navistar model MN49* tractor (now renamed Mahindra Traco 40-260) and use the name AeroStar*. Navistar announced plans to produce the Aerostar in Brazil by 2013, while telling South African customers in 2011 that the 9800 would remain in production until 2017. Though the 9800 is dated, the low-end made-for-India MN49 was entirely inappropriate as a 9800 replacement for markets like Brazil and South Africa where it would have to compete with DAF, Iveco, Mercedes-Benz, MAN, Scania and Volvo. Trying to adapt the MN49 was a cheap way out for Navistar, rather than investing in a new world-class COE that could actually compete (Does Navistar even still have the engineering talent to design a premium COE?). Navistar’s sale of its Mahindra stake in 2013 terminated the Aerostar plan, so the 9800 will remain in production..........for now. . * http://www.mahindranavistar.com/Pager-PDF-two/MN49_brochure.pdf http://www.mahindranavistar.com/corporate/Corporate%20Brochure.pdf **

This is not a quick topic to run through. Compared to the design of the European trucks, US trucks are in many ways a decade or more behind. But there’s more to the story. If any of you had attended the 2014 IAA int’l truck show in Hannover, you would feel as though you had transported into the future. US customers want the latest technology, but they also want a low purchase price, and low parts prices. And hence, the trucks sold today in America are extreme pricing compromises on wheels. This is the reason we have cheap throw-away trucks today. There’s minimal means to reduce the costs of technology for meeting EPA2010, and use the same engine platforms as Europe, so the truck has to be cheapened elsewhere in order to meet the American price-point. The European trucks are not priced out of this world, but they do cost more. However, the efficiency, fuel economy and comfort benefits offset the higher cost. I don’t consider the European trucks to be overly complex, rather I consider them to be cutting edge design. They have the advanced trucks.........we don’t. And that’s because we don’t want to pay up for it. And yet having said that, the European truckmakers (particularly Scania) are brilliant at using modular design to streamline production (along the lines of your thoughts, “keep it simple” as much as possible). The European truck, in reality, is more properly termed the global truck because they are operated around the world. American trucks for many years now have had significantly less global presence. From World War II thru the 1980s, the American truck was the world’s benchmark. But during the 1990s, the European truckmakers passed us. The European market is intensely competitive and fast moving. I can’t emphasize that point enough. And that atmosphere forces innovation...........to ensure survival. The work ethic at the European truckmakers significantly more intense than our own, and as their R&D capability matured and passed us to become the world's dominant truckmakers. The American truckmakers didn’t pay adequate attention to the evolving competition to be reckoned with in Europe, and all but two fell victim to these capable overseas aggressors. Now, most of the trucks on the roads of America are produced by European truckmakers who proved to be savvier in our own US truck market than we are (a painful and humiliating reality). The US truck market is now one of the global battlefields for global domination, with Daimler and Volvo dominating US sales. And I expect VW to enter the fray here sooner than later. Paccar made a good gamble in buying DAF when it was floundering. But make no mistake, today it's battle-hardened European DAF management that is making the company successful. It would certainly be heartening to see U.S.-owned truckmakers take back the U.S. truck market, but I doubt now that we'll ever see that day.

Trucks. Power. Performance. Press Release / February 12, 2015 Thursday, 19 March to Saturday, 21 March 9 am – 5 pm at the MAN Truck Forum, Munich It's Trucknology® time again, and we've pulled out all the stops for you, opening the Trucknology® RoadShow 2015 with the presentation of our brand new MAN demonstration fleet, plus plenty of other truck highlights. See for yourself what we can achieve these days in terms of power and efficiency – up close and live, and discover all the advantages of our trucks, including the very latest in system and transport solutions. Here is a quick overview of what you can look forward to at the three-day event in Munich: Truck product show and test drives The latest vehicles for construction, heavy-duty, long-distance, distribution transport, and agriculture and forestry applications will all be there, ready and waiting for you. Check out how our new D38 engine performs in heavy-duty and long-distance transport and see how-well designed MAN trucks can meet the demands of these different applications. Along with plenty of our own MAN experts, there will also be over 80 renowned partners from the body manufacturing and supplier industries to provide advice and answer your questions about all the latest developments.Special exhibition: Municipal MAN's amazing track record in the field of utility vehicles.MAN Trucks to go Discover the benefits of our brand new trucks, bodied, complete and ready for the road.Product demonstrations Watch exciting demonstrations showing the advantages of our truck products and up-to-date transport solutions for a wide range of applications.Industry presentations Lecture series with our experts providing useful information about the D38 in long-distance haulage and heavy-duty transport, EfficientLine 2 and TeleMatics®.Classic trucks Something for fans of classic vehicles to look forward to: discover the tradition and passion behind MAN products. 'Rudolf Diesel' will take you on a journey through time, back to the very beginnings of the first MAN diesel truck in 1924.Entertainment An extensive events programme led by Jean-Pierre Kraemer and Sidney Hoffmann, presenters of Germany's popular TV motoring magazine, "PS Profis". You can also explore the world of MAN with a factory tour, featuring a varied programme for young and old truck fans alike. Catering facilities available.For more information: http://www.truck.man.eu/global/en/fascination-and-technology/man-truck-forum/branchen-competence-center/man-trucknology-days/Trucknology-Days.html

Heavy Duty Trucking / February 12, 2015 Analysts at GE Capital compiled a list of expected trucking industry trends for 2015. GE highlighted expected outlooks for Freight, Equipment and Rates and Capacity. The analysts believe that carriers were benefitting from an ideal supply and demand environment entering 2015 with profits strengthened by freight trends, pricing leverage due to tight capacity, and lower fuel prices. They also expect the trucking industry to be affected by challenges in 2015. Driver turnover is at a historically high level in the long-haul market. There are operating inefficiencies due to regulatory mandates, driver shortages and pressure to improve driver compensation and benefits. The freight outlook for the year is positive with new construction activity, light vehicle sales and retail sales continuing to drive freight tonnage. Demand in all these segments is expected to benefit from a modest hike in domestic GDP growth during 2015. GE analysts expect energy production to be a potential negative for freight given a sharp decline in crude oil prices but overall, they expect the lower fuel prices to counteract this and benefit trucking in the long run. They expect an upward bias in interest rates with the Federal Reserve potentially tightening in 2015 but don’t believe it will pose a significant threat to the primary drivers of freight tonnage as long as the increases come gradually and are reflective of a steadily growing economy. However a significant spike in interest rate volatility could present a challenge to positive tonnage market. GE’s outlook for equipment production and sales is that it growth will slow relative to 2014 in the medium and heavy duty truck markets but should remain positive during 2015. Much of this is due to the huge boost that came towards the end of 2014 continuing into the beginning of this year, with analysts saying that it is unrealistic to expect that pace to continue through this year. They noted that while lower fuel prices have decreased the demand for newer, more fuel efficient trucks, the market will remain positive as fleets continue to order new vehicles to alleviate capacity constraints and to stem driver turnover. Freight rates are expected to be moderate this year as all the new trucks that were ordered in 2014 relieve some of the strain in capacity. However, the difficulty of new market entrants due to stiff regulations, driver shortages, and liability and insurance costs will prevent the industry from increasing capacity enough to completely meet the demand. In addition to that, upward pressure on driver wages and benefits will help to justify higher freight rates despite the decrease in fuel surcharges.

FYI: A simlar offer was available for Peterbilt buyers for year 2010.

Heavy Duty Trucking / February 12, 2015 Kenworth and PACCAR Financial are offering an extended warranty program for U.S. customers purchasing new Kenworth Class 8 trucks financed through PACCAR. Customers may receive a 3-year/300,000-mile basic vehicle extended warranty by choosing PACCAR Financial to finance a new Class 8 Kenworth truck with a basic vehicle warranty. The offer is available on Kenworth trucks ordered between January 1, 2015 and December 31, 2015, and is financed by PACCAR no later than March 31, 2016. “Qualifying Kenworth Class 8 customers can benefit by receiving an additional two years and 200,000 miles of warranty coverage valued at $3,200,” said Jason Skoog, assistant general manager for sales and marketing at Kenworth. There is a maximum quantity of 20 units per customer. To find out more contact a Kenworth dealer or PACCAR Financial office.

Commercial Carrier Journal (CCJ) / February 12, 2015 Stemco, a manufacturer of wheel end, braking and suspension components, has acquired ATDynamics, Inc., a maker of aerodynamic devices and fuel efficiency-related products. ATDynamics will become part of Stemco’s Innovative Tire & Mileage Solutions group, which includes the company’s Aeris automatic tire inflation systems. “The acquisition of ATDynamics aligns with our strategic direction to assist our fleet customers in improving fuel efficiency and increasing tire life,” said Todd Anderson, president of Stemco. “It continues to build a solid platform from which we can offer a more complete line of aerodynamic products.” ATDynamics’ TrailerTail technology streamlines the airflow around a semi-trailer and mitigates the low-pressure suction drag that reduces fuel efficiency and creates turbulence. The ATDynamics EcoSkirt also works to improve tractor-trailer fuel efficiency by reducing aerodynamic drag that occurs under the trailer, where air hits the trailer’s rear axles. Both products increase safety by stabilizing the vehicle, reducing driver fatigue and reducing road spray in wet conditions. “I am especially excited to unite the talented team at ATDynamics with the Stemco family, expanding the portfolio of products we will now be able to offer, and growing the opportunities for innovation targeted at increasing safety, reducing fuel consumption and tire wear, and reducing pollutants,” said Bob Montgomery, vice president of Stemco’s ITMS group, who will lead the combined business. .

Once in a while, the veil is lifted.

Land Line Magazine / February 9, 2015 Several truck makers are urging a federal judge in Delaware to deny class certification of an antitrust lawsuit filed by trucking companies that purchased Class 8 trucks equipped with Eaton transmissions. The plaintiffs allege that several Class 8 truck makers entered into exclusive contracts with Eaton Corp., the largest supplier of Class 8 truck transmissions, in exchange for lucrative rebates and incentives. However, the plaintiffs claim the rebates and incentives offered to the truck makers were not shared or passed through to the purchasers of the trucks. The plaintiffs say the exclusive agreements limited their choice of transmissions and eliminated a competitive check on pricing. They are seeking class action status for all persons and entities in the U.S. that purchased Class 8 vehicles that contained Eaton's truck transmissions beginning in Oct. 1, 2002, until the present. The defendants in the lawsuit include: Eaton Corp, Daimler Trucks North America, Freightliner, Navistar International, International Truck and Engine, Paccar, Kenworth, Peterbilt Motors, Volvo Trucks North America and Mack Trucks. The lawsuit was filed by Mark Wallach, who was the Chapter 7 trustee for Performance Transportation Services, which includes several other subsidiaries. Before seeking Chapter 7 bankruptcy protection in 2007, the Performance Transportation claimed to be the second largest transporter of new automobiles and light trucks in North America. The motor carrier claims that it purchased Eaton transmission equipped trucks from one or more defendants. “As a result of these purchases, (Performance Transportation Services) sustained injury and was damaged by reason of the antitrust violations alleged in this complaint,” the court documents states. Other trucking companies have since joined the action, stating that they also were also harmed because of Eaton’s alleged long-term agreements with major truck makers. The lawsuit stems from a suit originally filed by ZF Meritor, a joint merger of ZF Friedrichshafen AG and Meritor Inc., against Eaton in 2010 for alleged anticompetitive practices in the heavy-duty truck transmission market. In June 2014, Eaton agreed to pay the two companies $500 million.

Commercial Carrier Journal (CCJ) / February 11, 2015 A federal rule that would require all new trucks to come standard with electronic stability control systems has been sent to the White House’s Office of Management and Budget for its stamp of approval. The rule, which came from the National Highway Traffic Safety Administration, is designed to help mitigate rollover and loss-of-control crashes, according to the synopses from NHTSA. “Rollover and loss-of-control crashes involving heavy vehicles is a serious safety issue that is responsible for 304 fatalities and 2,738 injuries annually,” NHTSA says. “They are also a major cause of traffic tie-ups, resulting in millions of dollars of lost productivity, and excess energy consumption each year.” A proposed mandate was published in 2012, and the agency accepted public comment for 90 days. The rule sent to the OMB this week is the Final Rule, and it will take effect two years following its publication in the Federal Register. NHTSA projects the rule will cost about $113 million per 150,000 trucks produced — based on 2012 figures.

Truck News / February 3, 2015 Trucks are often blamed for traffic jams. Large cities need food, beverages and other products to be vibrant and alive in the downtown core. But long trucks designed for highway use are not ideal for inner-city use. An example of a company that found a solution was Molson Coors. In 2005, when some councillors were suggesting restricting truck traffic in Toronto, Molson Coors asked for a truck-trailer design to properly get in and out of urban areas and deliver 60,000 lbs of payload. The trailers were designed in Toronto and have been running smoothly and efficiently throughout the local area ever since. When people suggest throttling back truck traffic, which can reduce the supply of vital products efficiently flowing into large cities, it is worth noting that many companies are taking the initiative to find better ways to service an urban area. This is one example of many. The truck trailer is 43-ft. long instead of 53-ft., meets Ontario’s Safe, Productive, Infrastructure Friendly (SPIF) regulations for heavy payloads of beverages, gets around tight city corners far better than common trailers and can get in and out of locations with minimal impact on local traffic. To carry that weight and turn tight corners, a 3/8” thick coupler with a kingpin at 36 inches was used and the fifth wheel slid ahead to 24 inches. To avoid having the tractor rear frame rip out trailer cross-members on steep downhill ramp turns, the area behind the coupler was made higher than the coupler and without sharp points to catch. That setting also forced the landing gear to be moved farther back, which triggered the need for an anti-nose dive safety leg at the front to avoid tipping when heavy pallets are forklift-loaded to the front wall. To save weight and provide good overhead clearance, the roof was lowered a foot which necessitated adding a catch to hold the roll-up door up high enough to avoid being clipped by a forklift mast. Small but important details to avoid downtime. A 60-inch spread with a 14,000-lb front axle was used on the day cab tractor. An extra 2,000 lbs of payload would have been possible with a 72-inch spread but the 60-inch spread was better for sharp turns and payload was sufficient. Andy Walker, Ontario distribution manager, Molson Coors, has a supply of 48-ft. vans and 53-ft. vans with quads for heavy long trips but finds that running a straightforward shorter tandem can have wider use than only for the downtown. “We found that these trailers are not only efficient for the city but because they can safely carry a 60,000-lb payload, they can be used to service a wider area – even as far as Orillia. The 43-ft. has also been able to serve tight spots that previously required a B-train and the extra time to split and recouple,” Walker says. Maneuvering around the city’s older areas can be brutal on equipment. Molson uses Ryder to keep equipment running smoothly. Brian Edwards, manager, technical sales support at Ryder System, adds some tips: “With the hard twisting, odd slopes, extra braking and frequent load/unload cycles, it is important to be rigorous on servicing and do frequent careful inspections of the complete unit.” He adds “Custom units do not have a wide resale market so it makes good sense to work closely with the service provider to pick spec’s for a long term to get the best value on life-cycle cost.” Many other companies have developed custom trucks and trailers to function smoothly in older downtown areas. In fact, most fleets who regularly service the downtown core have developed maneuverable designs and are not likely to have one of their units causing traffic problems. However, there will still be cases where a dispatcher unfamiliar with a certain area will send in a driver with a 53-ft. trailer and a sleeper cab only to put the unfortunate driver into an awkward position for all involved. Some of those slips will continue to happen but it makes excellent business sense to be aware of the docks and areas where drivers are being sent and to use the right tool for the job. Everyone wins. Looking towards the future, after improving traffic issues, there is now potential to make trucks even more urban-friendly by reducing noise, thanks to natural gas engine technologies. “The refuse industry is taking advantage of using natural gas to lower fuel costs with the added benefit of dramatically lower noise levels (one-tenth of a diesel). It is a pleasant surprise for residents who expect a truck to be noisy,” notes Jeff Campbell, director of marketing, Cummins Westport in Vancouver. “The ISX12 G, 12-litre natural gas engine is a good match for urban deliveries of up to 80,000 lbs GCVW.” As the technology improves, innovative companies are finding more efficient ways to service the market. Awareness of business opportunities like this is a natural and efficient way to help the trucking industry serve urban areas. .

Let's be clear here. Like most truckmakers worldwide, Volvo purchases the Bosch DeNOxtronic SCR system (http://www.bosch-mobility-solutions.de/specials/de/abgasnachbehandlung/en/subpage/Denoxtronic_2.html). And, Volvo (Mack) purchases their DPF from Eberspacher. So does Daimler (Freightliner, Western Star). Eberspacher is extremely good (http://www.eberspaecher.com/en/exhaust-technology/commercial-vehicles.html). So your accolades belong to Bosch and Eberspacher, rather than Volvo. America's Tenneco is now supplying aftertreatment to Scania though, a diesel oxidation catalyst (DOC), diesel particulate filter (DPF) and selective catalytic reduction (SCR) system all packaged into a single module (Scania's core truck design philosophy is all about optimized design). It's astounding that Volvo (Mack brand) trucks still do not use common rail fuel injection.

FWD Model 8-320 B Teracruzer .