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We can say the 7.3 and 9.0 are Ford. Here's some early info on the 7.3. Like the current Powerstroke, the 7.3 and 9.0 Ecotorq were designed for Ford Motor Company by Austria's AVL.

International WorkStar now available with Cummins ISB 6.7L engine Fleet Owner / February 5, 2015 International Truck’s WorkStar vocational truck is now available with a Cummins ISB 6.7L engine. It is the second International vocational model to offer the engine as an option, joining the DuraStar, which has been available with the powerplant since December 2013. “Adding the market-accepted Cummins ISB 6.7 (seen below at right) to our vocational line-up is a key part of our strategy to offer our customers the most comprehensive options of proven components in the industry,” said Bill Kozek, Navistar president, Truck and Parts. “The addition of the Cummins ISB6.7 to our WorkStar model provides customers with a winning combination of uptime, performance, productivity and durability.” The WorkStar boasts multiple-frame rail options, a double-sided galvanized steel cab protected by an extensive five-step corrosion protection, and comes standard with the Diamond Logic electrical system. It also features a hood and radiator package with available integral front frame extension and front engine power take-off (FEPTO) without requiring modifications to the radiator or horsepower restrictions. A roomy cab and both standard and high-visibility sloped-hood configurations for enhanced driver comfort and ease of operation are available. The WorkStar is also available with Navistar’s proprietary 9.3L and 13L engines and a suite of traditional manual and automated-manual transmission offerings from Eaton and fully-automatic offerings from Allison. The ISB, which is rated up to 325 hp. and 750 lbs.-ft. of torque, with higher ratings available for fire and emergency applications, features flexible horsepower and torque ratings for medium-duty applications.

Transport Topics / February 5, 2015 Truck manufacturers Daimler AG and Volvo Group both reported higher truck orders and sales for the fourth quarter, and both predicted a stronger North American market for 2015. But both companies’ overall earnings were hit by fourth-quarter set-aside charges for potential European Union antitrust truck-pricing fines. Daimler’s was 600 million euros ($685 million), while Volvo’s was 3.79 billion Swedish kronor ($460 million). In North America, Daimler makes Freightliner and Western Star trucks as well as Detroit brand engines and components, and Volvo manufactures Volvo and Mack trucks, engines and transmissions. Daimler Trucks “anticipates a significant increase in unit sales in 2015,” the Germany-based company reported Feb. 5. The truck unit’s fourth-quarter earnings before interest and taxes declined 13% to $564 milion (494 euros), including the set-aside charge, while full-year EBIT rose 15% to $2.2 billion (1.9 billion euros). Revenue rose 4% in the quarter to $10 billion (8.8 billion euros) and 3% for the year, to $37 billion (32.4 billion euros). Daimler’s U.S. retail truck sales jumped 19% in the quarter to just over 38,000, while full-year sales were up 20% to almost 138,000. Its U.S. truck orders doubled in the quarter year-over-year to 75,500 and rose 50% for the year to almost 190,000. North America “promises to deliver the most positive development” this year, Daimler said, projecting truck demand will rise about 10% in the region. Volvo, for its part, raised its 2015 North American industrywide commercial-vehicle market forecast to 310,000 from a previous 280,000, citing a “robust manufacturing environment.” “We do see some light spots in the economy and also in the truck market” in Europe, CEO Olof Persson said on a conference call with reporters. Including the antitrust charge, Volvo’s truck unit posted an overall operating loss for the quarter of $65 million (542 million kronor), and the unit’s full-year operating income slipped to $675 million (5.6 billion kronor) from $820 million (6.8 billion kronor). Its North American net sales rose 41% in the quarter to 15,400 and 33% for the year to 53,700. Nafta-region truck orders jumped 48% in the quarter to 24,700, with Mack’s orders more than doubling to 12,600. Full-year orders rose 39% to almost 72,000. Overall, Volvo Group posted an overall loss for the quarter, largely on a downturn in its construction equipment unit.

Renschler Takes Over VW Trucks, Creating Speculation on Acquisitions Heavy Duty Trucking / February 5, 2015 Former Daimler Trucks head Andreas Renschler started work this week as head of rival Volkswagen's trucks business, once again creating speculation that VW may look to North American shores as it works toward goals of expanding its global footprint. Renschler will be working to integrate VW's different trucks businesses, according to published reports, which include Swedish truck maker Scania and German MAN as well as its own VW-branded light commercial vehicles. Reuters reported recently that Volkswagen might spin off the trucks business and establish a separate headquarters for it in Frankfurt, Germany, citing a German management magazine. Bernd Osterloh, head of VW's "works council," or labor council, told reporters in a briefing last week that Renschler will need to examine whether acquisitions are necessary. “Focusing on Europe and Brazil won’t be enough if the goal is to be a global player,” Osterloh said, according to the paper. “We’ll have to talk about the U.S. market and about China as well.” However, speculation that Volkswagen may buy Paccar isn’t realistic at the moment, he said. Renschler, the former head of Daimler Trucks, left the company a year ago, less than a year after he was promoted by parent Daimler AG to oversee production and purchasing of Mercedes Benz cars and vans. Volkswagen announced soon afterward that Renschler wouldl be taking over responsibility for commercial vehicles at the company after his non-compete agreement was over, taking over for Leif Östling, who will continue to work with the commercial vehicles supervisory bodies in the Volkswagen Group. Wolfgang Bernhard, who had been the head of operations with Mercedes-Benz Cars since 2010, replaced Renschler as the head of Daimler Trucks. .

Press Release / February 5, 2015 Ford’s China partner Jiangling has announced the joint venture plans to continue ramping up investments through 2015, and next year prioritize the finalization of a technology license contract for the JMC-branded J19 heavy truck project with Ford Motor, Ford Global Technology*, and Ford Otosan** as its single most important investment for 2016. JMC will gain a technology license for the design, manufacture and service of Ford Otosan "Cargo" brand heavy trucks including chassis, cab, and related parts and components. Under the July 25, 2014 agreement, JMC will pay Ford Otosan an initial licensing fee of 8 million Euros, plus an additional 330 to 485 Euros for each chassis constructed with Ford Otosan-licensed components, and 20 to 40 Euros for each truck completed with a Ford Otosan Cargo cab. Background: Ford joint-ventured with Jiangling Motors Corp. (JMC) in 1997 to build European Ford “Transit” full-size vans. Ford increased its stake in JMC to 31.5 percent in 2013. Located in East China's Jiangxi Province, the JMC-Ford joint venture also builds JMC-branded SUVs, pickups, vans and light trucks (Ford also has a passenger car joint venture with Changan Automobile Co. in Chongqing). In August 2012, the JMC-Ford joint venture acquired a small, young truckmaker called Taiyuan Changan Heavy Truck Co. Ltd. (founded in 2007) for US$42 million and renamed it JMC Heavy Duty Vehicle Co. Ltd. (JMCH). “JMC’s acquisition represents a great opportunity to continue to expand the breadth of our business in China across vehicle segments,” said Dave Schoch, Chairman and CEO, Ford Motor China. “A strong heavy truck operation like Taiyuan will complement Ford’s existing passenger car and light commercial vehicle operations here in the world’s largest and fastest-growing vehicle market.” “With Ford’s support, JMC will quickly introduce new products and improve Taiyuan’s (JMCH) existing truck products in order to bolster the competitiveness of Taiyuan Heavy Truck,” said Schoch. “Ford has enormous experience and world-class products and technologies, including in the heavy truck business, which can be deployed to support JMC after the acquisition.” On April 24, 2013, JMC signed a 12-year technology license contract with Ford Otosan* to produce the latter company’s 7.3 and 9.0 liter “Ecotorq” diesel truck engines*** (JMC code-named J17) for upcoming Ford Otosan “Cargo” based heavy trucks (JMC code-named J19). In the heavy Cargo range, Ford Otosan has been offering the 10.3-liter Fiat Powertrain Technologies (FPT) Cursor 10 engine found in Iveco trucks. Ford Otosan is now ramping up to produce the 11.1-liter Cursor 11 and 12.9-liter Cursor 13 under license in Turkey (The Cursor 11 replaces the Cursor 10). For the JMC-Ford joint venture to find success in China’s heavy truck market, these larger engines will be essential. JMC agreed to pay Ford Otosan an initial licensing fee of one million Euros, plus an additional 150 to 190 Euros for each Ford Otosan-based J17 engine produced. JMC agreed not to directly or indirectly design or develop a competing engine to the contractual products during the contract term. Engine production at the JMC/Ford joint venture’s new US$82 million facility is expected to launch in the second half of 2015 and initially build up to 10,000 engines a year. The two agreements are supposed to commence with the 2016 model year, be extended every three years and have 12-year terms. * Ford Global Technologies, LLC owns, manages and commercializes patents and copyrights for Ford Motors. The company was incorporated in 2002 and is based in Dearborn, Michigan. Ford Global Technologies, LLC operates as a subsidiary of Ford Motor Co. ** Ford Otomotiv Sanayi A.S. (Ford Otosan) is incorporated in Turkey and operates as a joint venture between Ford Motor Company and Koç Holding. Ford Otosan is currently the global heavy truck making arm of Ford Motor Company. While the Ford/Koc cooperation dates back 54 years, the relationship began when Henry Ford made the Koc family a distributor in 1928. Today, Ford and Koc Group each hold a 41 percent equity stake each, and the remaining shares are listed on the Istanbul Stock Exchange. *** http://www.ford.com.tr/agir-ticari-araclar/ford-cargo/ecotorq

Press Release / February 4, 2015 The robustness and durability of Volkswagen trucks were a major factor in refuse operator Ecopav’s decision to acquire 22 more VW brand vocational trucks. The trucks will perform municipal and commercial solid waste collection, and transfer, in different regions throughout Brazil. Eighteen of the new refuse trucks are “Constellation” model 17.280 "Compactors", which are turn-key factory-built rear loaders. Ten of the trucks were ordered with 9-speed ZF 9S 1110 TD direct drive manual transmissions, with the balance spec’d with Allison S3000 6-speed automatics. In addition, three Constellation model 15.190s were ordered for "door to door" collection of recyclable materials. A new Constellation 24.330 6x2 day-cab rigid will also enter transfer operation service set up as a 45 metric ton (99,308lb) short combination pulling a 3-axle full (dog) trailer. "We chose Volkswagen trucks for this fleet upgrade because we believe in the brand. Their trucks perfectly meet our needs, with standard features that add value to the operation, in addition to durability, low maintenance cost and optimized performance. We had no doubts in our decision, "says Daniel Taboada, Ecopav commercial director. In addition to Volkswagen brand trucks, Ecopav has recently added MAN TGX 29.440 6x4 heavy tractors to its waste transfer fleet. For MAN Latin America Vice President Ricardo Alouche, the partnership with Ecopav is the result of the company's commitment to its customers. "Our goal is to meet in a different way, with innovative products and with high yield. This is the case, for example, with our vocational truck range, which operates in fast-growing Brazilian segments including construction, ready-mix, the beverage industry, refuse industry and sugarcane," said Alouche. Volkswagen has been the heavy truck sales leader in Brazil for twelve consecutive years. .

Press Release / February 4, 2015 In January each year, the Norwegian ski region of Trysil plays host to Scania Winter – a major test event for Scania customers. This year, for the first time, trade journalists from across the world were also invited along. Over the course of five weeks, 1,300 customers and 80 international journalists had the chance to view a wide range of common – and not so common – vehicles, and put them to the test. These included: snow ploughs; long-haulage trucks; heavy-haulage tractors; tippers; a CrewCab fire-fighter; off-road vehicles and tipper semi-trailers. Harsh conditions “We invited the international trade press to experience our products under the harshest conditions you can imagine. There’s cold, there’s snow – and there’s snow,” says Jamie Malmborg, Press Event Manager for Scania Winter. The visitors left the ski resort loaded with new inspiration. One key message was how using tailor-made trucks, trained drivers and the right maintenance can deliver major benefits, not just in terms of fuel efficiency, but also in uptime and Total Operating Economy. Wearable connected technology In addition, Scania demonstrated its new range of connected services – tools and technologies that support driver development. Among the highlights was the Scania Black Griffin wristwatch – a wearable tool that enables drivers to collect information on variables like fuel consumption, driving efficiency and average speed. http://newsroom.scania.com/en-group/2015/02/04/scania-winter-2015-uptime-in-the-snow/

Press Release / February 3, 2015 DAF is launching the CF and XF tractor units with a steered trailing rear axle. These units have been specially designed for applications requiring a high payload combined with maximum manoeuvrability. The three-axle CF and XF tractor units have a steered trailing rear axle (7.5 tonnes) with single assembly mounted behind the driven axle (13 tonnes). This makes the new versions ideal for tasks where there is relatively little room for manoeuvre and additional payload is necessary; for example because of the presence of a loading crane behind the cab. The CF and XF tractor units with steered trailing axle will therefore frequently be used for transporting construction materials and machinery. DAF offers the new three-axle tractors as CF and XF with choice between the efficient 10.8 litre PACCAR MX-11 and 12.9 litre PACCAR MX-13 engines, with ratings of 291 kW/396 hp to 375 kW/510 hp. In the context of DAF Transport Efficiency, important enhancements have been made to these engines and, in combination with innovative technologies such as Predictive Cruise Control with Predictive Shifting and Eco Mode, fuel savings of at least 5% are achievable. The CF tractor unit with steered trailing axle is available with the Day Cab, Sleeper Cab and Space Cab; the XF is available with the Space Cab and Super Space Cab. All models are available now. .

You're 100 percent right. One new single countershaft AMT transmission I like a great deal for vocational applications is the Mercedes-Benz AMT mounted behind the Voith Turbo Retarder Clutch (http://www.bigmacktrucks.com/index.php?/topic/37872-the-game-changer-new-voith-turbo-retarder-clutch/?hl=voith). It borders on across-the-board perfection. Of course Scania's range of modularly design transmissions are engineered with the same high performance and durability indicative of Mack's legendary Maxitorque transmissions. Like ZF, they incorporate a planetary type range section.

Despite being a small player, Lightning Hybrids has been moving ahead with its hydraulic launch assist technology in the face of much better financed competition. That being Parker Hannifin with its “RunWise” system and Bosch Rexroth’s parallel Hydrostatic Regenerative Braking (HRB) system. Eaton discontinued its Hydraulic Launch Assist (HLA) hybrid power system in September 2014. It appears Lightning Hybrids is making some degree of headway with the size, weight and complexity issues of the technology.

Heavy Duty Trucking / February 4, 2015 Lightning Hybrids, designer and manufacturer of hydraulic brake regeneration systems for medium- and heavy-duty fleet vehicles, has been awarded a full U.S. utility patent for the 4th generation of its parallel hydraulic hybrid system. The patent is specifically for a "hydraulic regeneration apparatus," which uses hydraulic pumps and accumulators to capture braking energy and regenerate it for accelerating a vehicle, according to Lightning Hybrids. Dan Johnson, Lightning Hybrids co-founder and CTO, who co-invented the new patented system with senior controls engineer, Jonathan Reynolds, said the new patent built on previous generations on the system, with a focus on making the system more efficient. "Eliminating a lot of the parts in the system was a big goal. By doing that, we were able to dramatically increase the efficiencies of the system. The higher the efficiency, the more we can decrease emissions and increase fuel savings," Johnson said. A primary goal for the new patent was making the system lighter by using more aluminum in its construction and by having fewer parts, according to Johnson. "Fewer parts means a significant cost savings, and a lighter system means higher efficiency overall. It means fleets are able to have a higher payload, allowing them to effectually do the work they’re on the road to do in a cleaner, more efficient way," Johnson said. .

Australasian Transport News (ATN) / February 4, 2015 Regional NSW-based operator and colourful character Rod Pilon is celebrating 40 years running nationally. Rod Pilon enjoys the trappings of a successful trucking entrepreneur, including a prime riverfront farming property and a small plane which he flies himself. But unlike some other trucking tycoons who have come and gone in recent years, Pilon’s business foundations are not built on sand. Pilon owns outright three of his five major depots in eastern Australia and 40 of his 45-strong Kenworth prime mover fleet, which pulls 130 trailers including road trains. He employs 100 staff. Not bad for a bloke who is one of 11 children, whose mother died the day after he was born, who left school the day he turned 15 to become a jackaroo working "14 days a week" at 6 pound 2 a fortnight, and who went on to serve in Vietnam. This year is the 40th anniversary of Rod Pilon Transport based at Dubbo ­­­– halfway between Melbourne and Brisbane in western New South Wales – going national. And it sounds like the bush character is ready to return to where his working life started, on the land. The 66-year-old Rod – otherwise known as ‘Roddy’ or ‘Roddo’ ­­­­­­­­– is in the process of handing over the reins of the trucking business to his son Ben, 36. "Benno is the future, Rod’s the past," says the straight-talking truckie who still occasionally jumps behind the wheel, and whose language frequently includes the word "mate" as well as another one we can’t print. "It’s a very fast-evolving industry," he says. "I’m stepping back from the business. I don’t want it, Benno can have it, and I don’t envy him. "I’m not that big a dill that I want to run until I’m 75 and then drop dead." ATN recently spent an enjoyable Friday afternoon hanging around with the Pilons at their Dubbo HQ while they went about their daily business. Ben was running the operations room on his own this particular day, while a steady stream of staff consulted Rod about stuff in the big sheds out the back. It was impressive to see how Ben handled a pretty frantic situation on the phones and computers with calm good humour and it was a blast from the old-school trucking past to see Rod asking staff how they were going, what they were up to on the weekend and giving them pats on the back for jobs well done. Rod has also been known to give staff blasts of a different kind, but apparently all is forgiven and forgotten the next day. He says Ben is a lot less volatile and a lot more family-oriented than he ever was with his own wife and four children (Ben and three daughters). "Trucks always came first for me in the old days. These days things are different," Pilon says. .

Obama appointed Foxx to be our country's transportation secretary. Foxx majored in history, and went on to become a litigator and the mayor of Charlotte, North Carolina. Foxx has no background (i.e. qualifications) whatsoever in the transportation sector. American government continues as always.

Fleet Owner / February 4, 2015 As the White House rolled out a half-trillion dollar, six-year transportation plan earlier this week, Transportation Sec. Anthony Foxx was rolling into the heart of Silicon Valley in a self-driving car. Foxx was the guest of Google Executive Chairman Eric Schmidt at a “virtual townhall” to introduce the DOT’s long-term look into the future, Beyond Traffic 2045. As Foxx laid out the current state of planning and funding the nation’s transportation system, Schmidt and the audience at Google headquarters in Mountain View, CA seemed stunned when Foxx reported 32 short-term extensions to federal transportation spending plans over the past six years. “What’s wrong here?” Schmidt said. “Do we not care about infrastructure anymore?” Foxx, in his explanation, was careful not to assign blame. It's the process, not necessarily the politics, that's the problem. “In my talks with members of Congress, on a bipartisan basis people realize that we’ve got to do something – but it is a question of what that something is,” Foxx said. “That is why this framework is so important.” The transportation system has been “riding on cruise control” since the federal highway system was completed decades ago, and Foxx dated the air traffic control system to World War II. Yet the nation has changed substantially, in terms of both demographics and the way Americans live and work, he explained. “The debates we have about funding are trying to get to last year’s funding, as opposed to looking out through a longer window and working your way backwards toward result-oriented investments,” Foxx said. “The will is still there. Folks stuck in traffic right now certainly want a solution. The problem is no one knows what the next thing is.” And that means that policy makers need to be “at the table” as new technologies are being developed. For instance, Foxx noted an expected 60% percent increase in truck traffic over the next 30 years – but alternatives are in the works. “There’s lots of ways that we can attack the problem of how you move freight,” he said. “But we need to figure it out and start creating the rules of the road.” That big picture includes planning for the impacts of climate change, integrating technology to improve utilization, and “aligning dollars with decision making.” The problem is that transportation budgets have historically been focused on a dollar amount, rather than on “outcomes,” he repeated. “What we’re trying to define in this plan are the types of problems that are going to impact the outcome,” Foxx said. DOT touts Beyond Traffic as “an invitation to the American public” to have a “frank conversation” about the shape, size, and condition of that system and how it will meet the needs and goals of the nation for decades to come. The program does not advocate for specific policy solutions, DOT says. Instead, it is designed to underscore critical decision points facing the country, by means of analysis, research, expert opinions and public engagement. DOT offers a “Blue Paper,” which outlines the program, as well a draft framework. “We’ve got to look at our own regulatory framework to make sure that we’re being as nimble and flexible and adaptive as we possibly can be – because that’s what the future is demanding,” Foxx said. “The fact of the matter is that our transportation system isn’t the old, creaky system that it used to be. It can be very a dynamic, innovative area. But if the regulatory system is too slow and too antiquated, we’re going to lose opportunities to move forward.”

Transport Topics / February 4, 2015 Andreas Renschler officially took over as head of Volkswagen’s truck division on Feb. 1, and he will spearhead a growth effort that could include an acquisition in the United States. At a recent press event in Germany, Bernd Osterloh, a member of Volkswagen’s supervisory board, said Renschler will evaluate the need for possible acquisitions as he works to integrate VW’s truck units, which include MAN and Scania. He also said VW that is planning to create a separate holding company to help with that effort. Osterloh downplayed speculation that VW was interested in Paccar, adding that owners of the U.S.-based truck maker would not be willing to sell anyway. Renschler was previously head of Daimler AG’s global trucks unit. In April 2013, he was shifted to lead Mercedes-Benz, Daimler’s luxury car and van operation. However, he left that position in January 2014, and shortly after was hired by Volkswagen, though he could not formally begin work until this month. Wolfgang Bernhard now runs Daimler’s global trucks unit.

Commercial Carrier Journal (CCJ) / February 4, 2015 Navistar’s going “lean and mean,” the company announced today to an audience of Wall Street analysts and trucking industry press, pointing to hundreds of millions of dollars in savings on manufacturing, materials and structured costs as the latest step in its turnaround efforts. Navistar hosted an analyst day at its Lisle, Ill., headquarters Feb. 4 to update investors and the media on the progress of the company’s ongoing efforts to get back in the black following its failed attempt at meeting emissions standards using exhaust gas recirculation rather than aftertreatment methods adopted by other truck makers. Bill Kozek who took over Navistar’s helm in 2013 after leaving Paccar. Both Kozek and CEO Troy Clarke praised Navistar’s dedicated and determined employees who have spearheaded the effort and report several positive developments. Kozek noted that the massive push to convert the entire International product line from exclusive, proprietary, MaxxForce engines with EGR to full integration with Cummins 15 liter diesel engines and Cummins Selective Catalytic Reduction (SCR) technology is in the final stages of implementation. Clarke said the effort was completed in record time, while the company continued new product development and worked to re-engineer 2010 emissions systems to provide better uptime and resale values for EGR-era International trucks. The company expects the final vocational models to be fully SCR-converted by June of this year. Additional positive restructuring accomplishments highlighted the company’s transition to a trimmed-up business model, including $120 million in lower manufacturing costs, $640 million in structured cost savings, “significant” material cost reductions, a 50 percent improvement in working capital, “flawless” new product launches like the new, aerodynamic-optimized ProStar ES and measurable product quality improvements. Other restructuring efforts include the divestment of non-core businesses and joint ventures and closing or idling several production facilities, like the company’s Huntsville, Ala., engine plant and Indianapolis foundry operation. All told, the company reported more than 2,000 cost saving initiatives today with an overall realized goal of a 5 percent reduction in material costs. With that major product restructuring almost complete, Kozek said Navistar is now shifting its focus to recapturing market share in both on-highway and vocational markets. With those new goals in mind, Navistar today launched a new “It’s Uptime at International” marketing campaign to highlight its efforts of minimizing truck downtime. Key enablers in this push will include investments and training to create a “high performance” dealer network as well as leveraging and expanding the company’s OnCommand Connection telematics system to streamline the repair process for fleets. Kozek says he expects to see these efforts translate into increased truck sales in 2015 with Navistar increasing its volume in the Class 8 market by 1,000 to 2,000 units this year. The company also expects to grow vocational Class 6 and 7 sales by a similar amount as that segment heats up later in the year. Modest growth this year with ongoing new product development Navistar remains hampered by a lingering hangover from its EGR emissions strategy, including a hard financial hit by warranty claims and and a used truck inventory and trade cycle that Kozek estimated to be about two years away from normalizing. At the same time, the company’s market share recovery efforts have been slower than predicted. On a positive note, Navistar says it has now moved past the peak period of 2010 warranty claims and expects to see them become less of a drag on the company’s finances in the near future. As a result of this mixed bag, Kozek says he expects to see “modest’ growth in 2015. Denny Mooney, Navistar’s vice president of global product development, says that the company’s engine philosophy has evolved from its “go it alone” approach of a few years ago to fostering relationships around the globe — with an eye toward delivering leading technology and product regardless of where it originates. “Our competitors are talking about ‘vertical integration’ that leaves fleets fewer choices in technology and components,” Mooney said. “Our approach is different. We will offer leading technology and components from global suppliers and get to market quickly and allow our customers to compete with the products that work best for their application.” An upshot of this strategy, Mooney adds, is reduced lead time and development costs, which help Navistar be more responsive to customer needs while keeping product development costs low. “That’s real efficiency,” he noted. Mooney also highlighted ongoing new truck projects. These trucks are in the development pipeline now with launches scheduled for late 2016 and 2017. These new models are direct offshoots from the company’s “Project Horizon” conceptual truck project and will feature enhanced aerodynamics and fuel economy, as well as modern, “flexible” interiors that offer drivers the highest level of connectivity and conveniences. The meeting wrapped up with remarks by Navistar chief financial officer Walter Borst, who noted that the company’s financial house is close to coming to order now, with material cost reductions helping offset the SCR-integration efforts. Borst also noted that Navistar’s four key operational costs (material costs, structural costs, manufacturing and warranty costs) were all substantially lower in 2014. As a result, Borst says many of these savings will fall directly to the company’s bottom line in 2015 since the costs of SCR implementation are largely in the past now. Combined with Kozek’s anticipated 15 percent uptick in unit sales this year, Borst says these this aggressive savings program will allow Navistar to hit its target financial numbers by year’s end and to solidify a position as a market leader by 2017.

The former Mack Trucks was an integral part of the fabric of American society. Mack Trucks was representive of the decades within which America was the world's leader in technological innovation. The United States, from the Empire State Building to the Boulder Dam, was built on the back of the Mack truck. Mack was the only truck brand known universally by woman and children from coast to coast. However, this is all talk of an era gone by. Today, Mack is merely a nameplate affixed to a Volvo platform, which has zero connection with America's past.

Typical Volvo, omitting specs. No where in the press release does it mention the torque rating. It's a secret? (http://www.macktrucks.com/community/mack-news/2015/mack-mdrive-hd-to-be-available-and-standard-in-the-mack-granite/) Volvo has offered the 2,600 and 3,180 N.m torque rated models in the US market. This "HD" model probably is the 3,550 N.m rated overdrive ATO3512D (http://productinfo.vtc.volvo.se/files/pdf/hi/ATO3512D_Eng_01_1194137.pdf). "Mack Trucks today unveiled a heavy-duty version of its game-changing Mack® mDRIVE™ automated manual transmission" At this juncture, most American customers know it's a Volvo I-Shift. So what's the point of continuing the charade? "Mack Trucks", which no longer exists, hasn't introduced a "game-changing" anything. Volvo should man up and call a spade a spade. It's time they stopped insulting the intellect of US customers and began badging it as the Volvo I-Shift that it is. You're right in that Volvo doesn't want you to repair this yourself (unlike Eaton and ZF). This transmission is purposely engineered so that you will be forced to swap it out for an expensive Volvo reman. Both Eaton and ZF's AMT transmissions are already rated for vocational applications. No special "HD" model is required. Speaking of AMTs, German heavy truck transmission maker ZF in addition to Eaton believes that two countershafts are preferable to one. I couldn't agree more. An introduction to twin countershaft ZF "AS Tronic" automated manual transmissions: Note ZF's planetary design range section, and integrally fitted proprietary "Intarder" hydraulic retarder. An introduction to twin countershaft Eaton UltraShift Plus vocational-spec automated manual transmissions:

It really is. The new (lower cost for Paccar) cab actually looks good on this model.

This new technology was on display at the 64th IAA Commercial Vehicle Show in Hanover, Germany. The AutoVue Lane Departure Warning system brings a substantial improvement in lane recognition. SafetyDirect is a kind of "black box" that records vehicle data not continuously but only in critical situations. The data acquired can be used for driver training purposes, and as a source of information following an accident. Through the use of radar and video-based intelligent environment sensor systems, the functionalities of the EBS (electronic braking system) and ABS brake control systems relating to driver assistance systems can be substantially expanded. Though an America name for decades, Bendix is owned by Germany's Knorr-Bremse AG.

Heavy Duty Trucking / February 3, 2015 A “Budget Highlights” document issued by the Dept. of Transportation details how the $478 billion apportioned for spending on surface-transportation infrastructure over the next six years would be put to work— should Congress ultimately sign off on that part of President Obama’s historically gargantuan $4-trillion budget proposal. The roads-and-bridges reauthorization package will be sent to Capitol Hill “within the coming weeks,” said DOT, as a “resubmission” of the Generating Renewal, Opportunity, and Work with Accelerated Mobility, Efficiency, and Rebuilding of Infrastructure and Communities throughout America (GROW AMERICA) Act that the President originally submitted to Congress last year. The revamped GROW AMERICA Act calls for spending, again, over a period of six years, in this manner: $317 billion to improve the nation’s highway system, an amount that DOT said will increase highway funds by an average of nearly 29% above FY 2015 enacted levels, while “emphasizing policies and reforms that prioritize investments for much-needed repairs and improvements…”Nearly $115 billion to enhance transit systems, which would up average transit spending by nearly 76% above FY 2015 enacted levels. This funding would be aimed at projects involving light rail, street car, and bus rapid transit systems$28.6 billion to fund the development of “high-performance rail and other passenger rail programs as part of an integrated national transportation strategy”$7.5 billion to “more than double the size of the highly successful” TIGER discretionary grant program that enables DOT “to invest in road, rail, transit and port projects that promise to achieve critical national objectives”$6 billion to expand financing options under the Transportation Infrastructure Finance and Innovation Act (TIFIA), which DOT noted “leverages Federal dollars by facilitating private participation in transportation projects and encouraging innovative financing mechanisms that help advance projects more quickly”$18 billion to develop a multi-modal freight program that would “give freight stakeholders a meaningful seat at the table in selecting funded projects” through “better coordination of planning among the Federal Government, States, ports, and local communities to improve decision-making”$935 million for investing in future vehicle and safety technology, “including the advancement of vehicle automation and vehicle-to-vehicle technologies”$7.35 billion to improve safety on local rural roads as part of the Critical Immediate Safety Investments Program; per DOT, this funding “will help States improve safety on non-State owned roads that do not often benefit from Federal funding”$16 billion for the existing Highway Safety Improvement Program, “to save lives and prevent serious injuries for all road users, including pedestrians and bicyclists”Nearly $6 billion to increase the National Highway Traffic Safety Administration’s capability “to ensure that vehicles on the road meet the highest safety standards and that the agency has the personnel and tools to identify vehicle defects early and respond quickly.”

Heavy Duty Trucking / February 3, 2015 A Cummins ISB-equipped WorkStar 4x4 is on display this week at the International Truck booth (C6283) at World of Concrete. .

Fleet Owner / February 3, 2015 International ProStar trucks will now include the next-generation of active safety systems from Bendix. The system features camera, radar and brakes for enhanced safety. “This is another example of International Truck seeking out industry-leading solutions and bringing them to market quickly for our customers,” said Bill Kozek, Navistar president, Truck and Parts. “Our unique relationship with Bendix offers our customers new options that enhance driver and vehicle safety, improve uptime and increase productivity.” The next-generation Bendix system builds on the proven technology of Bendix ESP electronic stability system, Bendix Wingman Advanced collision mitigation technology, and AutoVue Lane Departure Warning (LDW) system from Bendix CVS. It integrates and significantly enhances the most advanced technologies in the Bendix commercial vehicle safety suite to create a system that does more—and does it better—for today's commercial vehicle market. The Bendix next generation active safety system will be launched initially on International ProStar sleeper models with ProStar day cab and LoneStar models following later in 2015. “We are fortunate to have close partnerships with trusted suppliers like Bendix,” Kozek added. “Through our close collaboration, we're delighted to be first to market with this technology that helps contribute to vehicle safety.”

Heavy Duty Trucking / February 3, 2015 Peterbilt launched a new set-forward front axle configuration of the vocational Model 567, made for mixer and other weight-conscious applications. The truck was revealed at the World of Concrete show. The Model 567 SFFA is designed to maximize payloads and meet state and federal bridge law requirements. It is available in 115- and 121-inch-BBC lengths. The 115-inch model has a bumper to front axle distance of 29 inches; the 121-inch length has a bumper to front axle distance of 31 inches. “The Model 567 SFFA (set-forward front axle) lets customers maximize payloads while helping meet state and federal bridge law requirements,” said Robert Woodall, Peterbilt Assistant General Manager of Sales and Marketing. “The Model 567 is a low-weight leader and this new configuration will let customers take full advantage of that through optimized weight distribution.” “The new axle position builds on the Model 567’s already exceptional versatility, helping customers across a wide range of applications reach higher levels of performance, productivity and profitability,” said Woodall. “The Model 567 broke new ground for visibility, maneuverability and durability. Customer reception of the Model 567 has been overwhelmingly positive and the new SFFA configuration gives our customers more choices than ever to meet their jobsite requirements and business goals.” The dimensions were designed to maximize maneuverability while providing a wheelbase that complies with bridge law requirements. The truck on display at the World of Concrete expo is equipped with a Paccar PX-9 engine, an Allison automatic transmission with FuelSense technology and a McNeilus mixer body. Both the set-forward and set-back front axle configurations of the Model 567 are standard with Paccar MX-13 engines with up to 500 hp and 1,850 lb.-ft. of torque. Both versions are also available as a day cab or with Peterbilt’s lineup of detachable sleepers. .

A political appointment, here's yet another brand led by an individual with no knowledge whatsoever about the truck business. Platt worked her way up to treasurer, helped the Germans acquire Western Star and Thomas-Built Buses, and then was charged with running Thomas-Built despite having zero background in the school bus business.