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Press Release / November 11, 2014 Already offering factory-installed mixer, tipper, refuse and beverage bodies, VW’s vocational truck unit is now offering a range of aerial lift trucks. The flagship of the line-up is based on the company’s 26.280 8x4 vocational chassis and features an Embark service body paired with an insulated, articulated and telescopic VersaLift model VST-9000-MHI with a 29 meter (95 foot) working height able to reach high voltage transmission lines. http://www.versalift.com/Equipment/Info/VST-9000-MHI http://www.embark.com.br/eletrificacao.htm Customized for electric utilities, the first production unit has been delivered to CEEE Group, a power and energy company based in the Brazilian city of Rio Grande do Sul. Prior to body installation, wheelbase lengthening and other custom modofications to meet customer requirements were performed by Volkswagen’s in-house factory modifications center. VW’s 26.280 8x4 vocational chassis is powered by a Euro-5 (EPA2007) emissions 6.9-liter 275 horsepower MAN D08 engines paired with either a 16-speed ZF 16S1455TD manual transmission, 12-speed ZF 12AS1630TD AS Tronic AMT or six-speed Allison 3000 series transmission. With the addition of aerial lifts to its vocational range, Volkswagen plans to aggressively target new business in the energy sector. "With higher and more sophisticated power transmission networks, a new demand is being created for equipment of this size. With the ability of our factory mod center to offer customers turn-key customized truck and body configurations, we are positioned to serve this promising market,” says Ricardo Alouche, vice president of Sales, Marketing and After Sales at MAN Latin America. .

Diesel News Australia / November 11, 2014 After many weeks of rumour and speculation, the long awaited announcement of the deal between McAleese and Heavy Haulage Australia has gone public. McAleese Group is to acquire 50 per cent of HHA Group, specialists in heavy haulage transport and lifting covering all facets of the industry, including transportation, cranes, electrical wire/transport escort services, storage support and self propelled modular trailer (SPMT) logistics. The company, featured in the Megatruckers TV series, employs more than 120 people at sites in Brisbane (head office), Toowoomba, Darwin, Port Hedland, Perth and Adelaide. HHA have grown rapidly as heavy haulage and lifting tasks for the infield oil and gas sector have grown. According to a statement from McAleese, “The alliance with McAleese Heavy Haulage & Lifting, in particular further strengthens their ability to serve the larger project logistics tasks in these sectors across a national network. “The strategic equity investment presents an opportunity to build upon McAleese’s existing skills, broaden the customer base and leverage the businesses combined assets into new markets and significantly improve utilisation in the Heavy Haulage & Lifting division.” A statement from HHA tells us, “The outcome of this transaction will see Heavy Haulage Australia cement its standing as the country’s premier heavy haulage logistics provider and ensure its innovative and market leading approach to safety, equipment and overall operations will continue for years to come. HHA Managing Director, Jon Kelly, and his existing management team will continue to control and operate the business with the McAleese Group. The deal gives the McAleese Group an option to acquire the remaining 50 per cent of HHA within two to five years of this initial equity investment. “I am very excited by the prospect of this partnership which combines the operations of HHA with the McAleese Heavy Haulage & Lifting division to provide a formidable national service offering within the Australian heavy haulage marketplace,” said Kelly. “HHA has been very successful over the past two years in diversifying its portfolio of work and securing long term contracts. However, this success has seen a need for additional capital investment to ensure we continue to provide the highest standard of company owned assets to all new and existing clients. “We will also be looking to leverage the extensive McAleese Heavy Haulage & Lifting fleet to assist us in furthering our service offering to our clients in a vast array of locations across Australia. The on road, heavy lift and corporate support that McAleese can offer HHA will only allow us to further flourish within our defined chosen markets” From a single operator in 1999, HHA, with the enigmatic Kelly at the helm, has grown to become one of the largest heavy haul fleets in Australia with over 65 prime movers, over 760 axle lines of trailers and 18 cranes. “The past five years at HHA have been an amazing success story, our growth through trying times is a credit to our great customers and our professional staff,” said Kelly. “Our strategic partnership with McAleese allows me to keep pushing our vision and service offering with the added benefit of their asset base and financial capability, HHA is not a small business anymore and it is exciting to recognise that the brand will flourish for many, many years to come.” http://www.youtube.com/watch?v=X8jAH_A0dHs#t=64 .

Bloomberg / November 11, 2014 Ford Motor Co. Executive Chairman Bill Ford talks about the automaker's revamped Rouge factory in Dearborn, Michigan, the new aluminum-bodied F-150 pickup, Ford's U.S. workforce and hiring plans, and overseas sales of the redesigned Mustang model. Bill Ford also discusses the company's performance in Europe, currency issues and the impact of gasoline prices on truck sales. http://www.bloomberg.com/video/bill-ford-on-new-f-150-pickup-u-s-workforce-europe-NfpLxK40SBadpqqMP1cAhg.html

iTrucks Icarros / November 10, 2014 Navistar produced its 1,000 truck at the company’s plant in Canoas, Rio Grande do Sul, Brazil. Truck assembly at the 129,000 square foot plant began in June 2013. Navistar produces the 9800i COE and 4400i (DuraStar) at Canoas. The 9800i is offered in 6x2 and 6x4 configurations Eaton manual and AMT transmissions. With a heat treated frame and aluminum cab, the 9800i one of the lightest tractors in its class. The 9800i's 410 horsepower Cummins ISM powerplant is paired with a Cummins C-Brake developing up to 395 braking horsepower. Spec’d with the UltraShift Plus AMT, the 9800i is the only truck in Brazil offering an 18-speed transmission. http://www.internationaltrucks.com/brazil/trucks/9800i The 4400i DuraStar is produced in 4x2, 6x2 and 6x4 variants and features a 274 horsepower MaxxForce 7.2-liter (MWM Acteon 6.12TCA) diesel engine supplied by Navistar’s engine producing MWM-International Brazilian subsidiary. http://www.internationaltrucks.com/brazil/trucks/durastar http://www.internationaltrucks.com/NC2Brazil/Engines/MaxxForce?lang=en .

The Rockwell AC6 six-rod suspension was extremely popular down under. Demand was so great amongst long-time users that it remained a factory option on Australian Mack trucks at least thru 2007. . ArvinMeritor AC6 Series 6-rod suspensions.pdf

Truck World Australia / November 6, 2014 The history of the Morcombe’s Farming and Transport enterprises dates back to early this century when Arthur Morcombe started the farm as a First World War settler. The transport division of the business was born soon after, initially responsible for delivering supplies to build some of the very first roads in the district which then lead onto carting produce and livestock thereafter. The original farm, located just outside Ballarat at Burrumbeet, remains to this day and has steadily expanded to become a mixed farm that includes merino sheep and Hereford cattle as well as crops such as wheat, barley and canola. Today the farm and transport divisions operate as separate businesses owned and operated by family members. Morcombe’s Transport, which Mark and cousin Stephen look after, is mainly involved in livestock transport covering a wide area that can include both short local trips to sale yards through to long haul interstate trips to places such as Dubbo NSW to collect livestock. “One of the key things I was looking at in a new truck was a spacious sleeper cab. Being a driver myself, I know how important it is to be able to stand up and walk around in the cab after a long drive. Also to have plenty of storage space and room for all your personal possessions and things like a fridge. Western Star’s roomy 54 inch ‘stratosphere’ cab satisfied all those requirements,” Mark said. The other criteria that Mark had was for an engine with Selective Catalytic Reduction (SCR) technology and that’s where Cummins latest engine, the ISXe5, fitted the bill perfectly. The SCR exhaust after treatment on the ISXe5 is a fully integrated system developed by Cummins Emissions Solutions (CES), dosing urea into the exhaust stream to reduce oxides of nitrogen (NOx) emissions. The ISXe5 has the same base engine design as the current Cummins EGR engines but incorporates a new common rail fuel system, a wastegate turbocharger and a single overhead camshaft. The Cummins XPI* (extra-high pressure injection) common rail fuel system provides very precise injection and combustion control. It operates independently of engine speed and provides injection pressures greater than 30,000 psi. “I’ve always been a fan of Cummins engines and so the new 15 litre ISXe5 engine was the obvious choice,” Mark went on to say. After driving the Western Star for a few months Mark reports that he’s very happy with it. “I’m really pleased with it. The performance and fuel economy are both excellent. It drives really well on the road and despite its sizeable length, I find the maneuverability very good too,” Mark added. Mark dealt with James Leo at Westar Truck Centre and in his own words the purchase experience went 'nice and smoothly' with Mark returning to Westar for the first oil services. “Given the truck is away for long periods of time I had an auto greaser fitted which provides me with added peace of mind between services," said Mark. With three young sons, Mark has high hopes that both Morcombe’s Farm and Morcombe’s Transport will be around long into this century. Western Star 4900FXT - Specification Sheet * Cummins-Scania XPI Manufacturing LLP is a 50/50 joint venture that designs, develops and manufactures next generation fuel systems. Locations include Columbus, Indiana, Sodertalje, Sweden and Juarez, Mexico. Cummins and Scania first began to jointly develop high pressure fuel injection systems in 1992. The two companies went on to form the Cummins-Scania High Pressure Injection LLC joint venture in 1999 for the production of HPI (high pressure injection) systems. .

Australasian Transport News (ATN) / Novermber 7, 2014 Fuso has made some modifications to its automatic transmissions* after reports of lost momentum during gear changes in some conditions. The change affects all rigid models built from November 2013 on, and all prime-movers built since May 2014. Vehicles built before these dates will require a change of the transmission ECU to benefit. "We recently updated the transmission program in our FV Series prime mover, and one driver reported that it was like he had been given a new truck," Fuso product planning engineer Kevin Johnston says. The two main changes are shortened clutch engagement phase timing and an improved shift map when in 'drive'. The former is to allow for a faster gear-shift, whilst the latter is to allow transmission ‘down’ changes at higher revs whilst the vehicle is decelerating. "We have also changed the steering feedback in our 6x4 models," Johnston says. "Over a period of time, we received feedback from customers saying the steering felt ‘a bit vague’ at highway speeds. "We have responded by designing more pre-load into the system which now gives a more solid steering feel when driving at or near the speed limit," Kevin Johnston said. The steering change applies to all 4x2 and 6x4 trucks built on, or after March 2014 in Japan. http://cdn.fuso.com.au/Docs/SpecSheets/FV54_Prime_Mover.pdf * Mitsubishi FV Series heavy tractors are equipped with a variant of the last generation Mercedes-Benz 12-speed PowerShift AMT (automated manual transmission), paired with the older 11.97-liter OM457LA related to the 12.0-liter Detroit Diesel Series 55 and 12.8-liter MBE4000 (OM460LA) once sold stateside. .

Heavy Duty Trucking / Novermber 7, 2014 Prime ordered 2,500 TrailerTail aerodynamic devices from ATDynamics to be installed on its new Utility refrigerated trailers. It is the largest order in ATDynamics company history. “We confirmed TrailerTail fuel efficiency in 2012 at the Goodyear Proving Grounds and have already deployed over 1,800 TrailerTails in our fleet,” said Paul Higgins, director of maintenance at Prime. “We have been very pleased with the product’s overall performance and have now made TrailerTail technology a standard specification for all new trailers.” The two companies worked closely together to deploy the devices in Prime’s trucking fleet and Prime has since made ATDynamics its preferred provider of rear-drag aerodynamics devices. “Prime is a forward thinking company and has seized this opportunity to gain a competitive edge from increased profits both for itself and its drivers, while simultaneously reducing the carbon emissions of its fleet,” said Andrew Smith, CEO and founder of ATDynamics. Prime’s trailers equipped with TrailerTails and skirts will qualify for SmartWay’s highest efficiency category, according to ATDynamics. The distinction is given to vehicles getting 9% or better fuel savings from trailer aerodynamics. .

Fleet Owner / November 7, 2014 Even as the strengthening economy keeps driving up demand for both new and used trucks, the average age of fleet vehicles continues to trend up, according to Gary Meteer, director of commercial vehicle solutions for IHS Automotive, which provides research and analysis services. While registrations for used trucks still outnumber those for new ones, overall demand for commercial vehicles in both the U.S. and Canada “continues to strengthen,” Meteer stated in his remarks this week at the Automotive Aftermarket Products Expo (AAPEX) in Las Vega. “With more than 7.7-million commercial vehicles on the road in the U.S., the market here is at its highest levels since the 2008-09 economic downturn,” he pointed out. More specifically, Meteer said that Class 8 vehicles “continue to dominate both the U.S. and Canadian markets,” accounting for more than a 50% share of new registrations in the U.S. and over 60% in Canada. On the other hand, he stressed that “with the overall market recovery, Class 5 straight trucks and chassis-cabs have been in high demand for modifications and use in the wholesale, retail and service industries. “In the current calendar year, the demand for these vehicles is at record levels.” As Meteer put it, it’s “not surprising” that the recovery in the commercial vehicle market in both countries is being “largely driven by the business community.” He said U.S. businesses have accounted for more than 90% of new vehicle registrations so far this year. According to IHS Automotive, the south and central regions of the U.S. stand out as the strongest markets for trucks, representing more than 62% of new vehicle registrations so far this year. In Canada, the four provinces of Alberta, British Columbia, Ontario and Quebec “account for more than 87% of new commercial vehicle registrations and additional growth is expected.” Then there are all those aging trucks. Metter said “the average age of commercial vehicles in the fleet is shifting.” IHS Automotive has determined that while the average age for Class 4-8 vehicles was 12.5 years in 2007, that figure now stands at 14.7 years. What’s more, the subset of Class 6 vehicles is averaging 20.9 years -- the highest in the fleet. Conversely, the average age of Class 5 is just 11.9 years— making them the youngest in the fleet. Meteer noted that is due to this GVW segment’s “historical low demand.” IHS Automotive has also determined the leasing and rental of new trucks has gone up “substantially since 2000,” especially for Class 4 and Class 6 trucks. Meteer advised that “just over 40% of Class 6 vehicles are leased today, compared to less than 30% in the 2000-2013 timeframe. Leasing rates for GVW 4 vehicles have also substantially increased, from less than 20% in 2000-2013 to more than 30%.” On the other hand, he said that Class 7 leasing is up only “marginally, from 15.1% in 2000-2013 to 19.5% in 2014.” As for Class 5 and 8, leasing activity in those segments has “remained relatively flat” over the same time period. “The renewed strength of the rental/leasing segment of the commercial vehicle market is a good sign that business owners are positive about their business needs and the ongoing demand for their services,” Meteer remarked. Another interesting finding by IHS Automotive that Meteer related: While over 48% of the Class 4-8 commercial vehicles in the U.S. are run by small [10 trucks or less] fleets, those trucking operations account for only about 22% of new registrations. “This speaks to the ongoing strong demand for clean used vehicles that are used by small- and medium-size businesses to handle their business needs,” said Meteer. He added that, in this regard, Class 4 trucks are “the most prominent.” Looking beyond the big numbers, Meteer also advised aftermarket suppliers in the audience to bear in mind that “there are many different uses for commercial vehicles, and each has their own dynamic circumstances and opportunities. “It is increasingly important for suppliers… to better understand the market they serve and recognize that nuances for each category exist and provide opportunities for business development and growth,” he added.

Heavy Duty Trucking / November 7, 2014 Talbert Manufacturing has acquired Ferree Trailers adding the company’s specialty trailer lines that weren’t previously in Talbert’s own lineup. Talbert is also gaining Ferree’s manufacturing facility, which the company calls “state-of-the-art”. “Ferree is a strong complement to the Talbert Line,” said Andy Tanner, president of Talbert. “Like Talbert, Ferree is known for high quality trailers and a strong commitment to the customer.” Ferree’s line of products include detachable, fixed and folding gooseneck trailers, tag-a-longs, and specialty trailers for logging, pole, and crane boom trailers. The company’s 60,000 square foot manufacturing facility is located in Liberty, N.C. “The new facility in North Carolina not only gives us the viability to increase production and reduce lead times, but also provides us a distribution point to access customers with reduced freight costs and delivery times,” said Greg Smith, vice president of sales and marketing at Talbert. “In the trailer industry, that is huge.” Talbert Manufacturing builds custom heavy haul trailers and is based in Rensselaer, Indiana.

Heavy Duty Trucking / November 5, 2014 October was Daimler Trucks North America's (DTNA) best month for orders of Class 6-8 trucks with 31,304 units ordered in NAFTA and export markets. The number is also a new industry bench mark according to the company. Industry orders were up 61.2% over September and DTNA’s orders alone made up 51.9% of the industry’s total in the same segment. Orders from large fleets in October led to a near record boom in truck orders. “Daimler Trucks has a broader global footprint than any other manufacturer with strong pillars in Europe, America, and Asia. Intelligent platforms and components sharing enable us to deliver in each region the products with the best total cost of ownership for our customers,” says Wolfgang Bernhard, the Daimler Board of Management Member responsible for Daimler Trucks and Buses. “The number of incoming orders generated by Daimler Trucks North America in October demonstrates that our strategy is effective and that our vehicles provide customers with tangible benefits.” DTNA's trucks make up nearly 38% of the industries Class 6-8 NAFTA retail sales. It sells commercial vehicles under the Freightliner, Western Star, Detroit and Thomas Built nameplates. “Daimler Trucks North America is proud of our record-breaking October and we offer our sincere thanks to our customers and dealers for their confidence in our products,” said Martin Daum, president and CEO, Daimler Trucks North America. “Our customers’ dedication to acquiring vehicles with a proven real cost of ownership solution has driven sales of the Cascadia Evolution, as well as the expansion of Daimler Trucks North America’s entire product portfolio.” .

Heavy Duty Trucking / November 5, 2014 The state of Nevada recently approved the use of AutoSock’s textile traction devices as alternatives to metal chains in snowy conditions. Nevada had required the use of chains in certain operating conditions. “The approval process for Alternative Traction Devices can be complex and differ from state to state,” said Chuck McGee, president of McGee Company, the U.S. distributor for Norway-based AutoSock. “Although many states have no legal requirements for ATDs as long as the device does not cause damage to the road surface, approval has been granted in several states where chain requirements are in effect.” The AutoSock is designed with certain fibers and surface patterns to maximize friction on snow and ice covered roads by making the contact area exposed to dry friction as large as possible. The material is softer than asphalt or concrete and will not damage roads, according to AutoSock. “In testing on trucks, AutoSock has exhibited better traction and is fully compatible with ABS and traction control systems,” said Bernt J Rosli, CEO of AutoSock. The AutoSock is available for passenger vehicles and Class 3-8 medium- and heavy-duty trucks. The AutoSock weighs less than 5 pounds per pair and can be stored inside a cab or tool compartment. http://www.autosock.com/en/ .

Heavy Duty Trucking / November 5, 2014 Fontaine Modification Vocational Services has partnered with Canadian-based Simard Suspensions (http://simardsuspensions.com/) to install and distribute Simard’s patented AMS twin-steer front suspension products in the United States and Mexico. Fontaine said it is the first post-production installer to complete a long-term working relationship with Simard, offering their tandem steering suspensions that can significantly increase a vehicle’s load capacity without impacting its maneuverability. “Simard has developed innovative suspensions for more than 75 years, and we are excited to bring their proven products into new markets,” said Steve Boyer, president of Fontaine Modification Vocational Services. “The AMS twin-steer suspension can add payload to nearly any vehicle, including concrete mixer, crane, front loader and dump trucks. It is designed for heavy-duty on- or off-road use and has proven itself in Canada, the United States, Australia and Latin America.” Fontaine said it will offer the full range of Simard AMS tandem suspensions, which includes air and spring designs with up to 46,000 pounds of capacity. The additional steering axle provided by a Simard AMS tandem suspension helps drivers navigate comfortably in severe terrain on construction and drilling sites, or city streets. The Simard twin steer offers optimal load distribution while working within the original OEM wheel cut and turning radius. Simard AMS suspensions are designed to be lightweight to reduce wear-and-tear on the vehicle, and serviceable parts are positioned in accessible areas for easy maintenance. Fontaine Modification Vocational Services will make Simard Suspension installations available at four of its modification centers across the U.S. The suspensions can be configured to fit nearly any truck, regardless of manufacturer. “Fontaine is going to make it much easier for truck users in the U.S. and Mexico to get the most out of their vehicles,” says David Tremblay, president and CEO of Simard. “With a tandem front suspension, customers will safely increase their payload, thus optimizing the return on their capital investment. This saves money and helps optimize resources.” .

Heavy Duty Trucking / November 6, 2014 Navistar announced it is restructuring its senior leadership team, along with the retirement of Jack Allen, executive vice president and chief operating officer. Bill Kozek, president of Navistar’s North America truck and parts, has been promoted to president of truck and parts, and is adding global/export truck and parts sales, product planning and Navistar Defense to his current responsibilities. Persio Lisboa, senior vice president and chief procurement officer, has been promoted to president of operations and is now also responsible for product development, manufacturing, and global businesses. Walter Borst, executive vice president and chief financial officer, is adding business development, mergers and acquisitions, and corporate strategic planning responsibilities to his responsibilities. “Today is a new beginning for Navistar," said Troy Clarke, Navistar president and CEO. "We are introducing a new leadership team and organization structure that will guide us into the future and enable us to accelerate our performance now that our turnaround is behind us." The company also announced Jack Allen, executive vice president and chief operating officer since April 2013, is retiring after more than 33 years of service with Navistar. "Jack has been an important leader at this company for more than three decades, and he played a critical role during our turnaround these past two years," Clarke said. "Now, we are counting on these three talented and energetic leaders to work with me and the rest of the organization to drive Navistar forward on its path to profitable growth." All of the changes are effective immediately. Borst joined Navistar in August 2013 from General Motors, where he most recently was the chairman, chief executive officer and president of GM Asset Management, responsible for managing approximately $85 billion in assets. Kozek joined Navistar in May 2013 after more than 26 years with Paccar, where he served as vice president and general manager of the Peterbilt division, responsible for all aspects of Peterbilt's U.S. and Canadian operations. Lisboa joined the company in 1988 in the marketing area of Maxion International Motores Brasil. Prior to roles in procurement, Lisboa served as vice president and general manager in the company's engine group, as well as several other leadership positions in South America. .

More info: http://www.commercialmotor.com/big-lorry-blog/trojan-8870-c-est-magnifique-tom-gives-biglorryblog-the-low-down-on-this-heavyweight

Press Release / November 4, 2014 Penske Automotive Group has completed the acquisition of a majority stake in The Around the Clock Freightliner Group ("ATC"), a heavy- and medium-duty truck dealership group located in Texas, Oklahoma and New Mexico. Penske Automotive Group now owns approximately 91% of ATC. ATC currently operates fourteen locations, including eight full-service dealerships offering Freightliner, Western Star, and Sprinter-branded trucks. ATC also offers a full range of used trucks available for sale as well as service and parts departments that are open 24 hours a day, seven days a week. ATC is expected to contribute incremental estimated annualized revenue of $600 - $700 million and estimated annual incremental earnings per share of $0.12 to $0.14 to Penske Automotive Group. Commenting on the completion of the acquisition, Penske Automotive Group Chairman Roger Penske said, "ATC represents a strategic opportunity for our company. Like the automotive retail dealership business, the heavy-duty truck dealership industry is highly fragmented and provides an excellent opportunity for our company to build scale through further consolidation."

Commercial Carrier Journal (CCJ) / November 4, 2014 The excitement in Kate Dell’s voice is infectious. The 27-year-old Washington State native is wrapping up her education at WyoTech’s campus in Laramie, Wyo. In just a few weeks, she’ll start a new job as an entry-level diesel technician at a Mack Trucks dealership in Denver. Dell’s father is a farmer and logger who shrewdly sized his daughter up a couple of years ago. “I was in college studying to be a nurse, but my dad told me he didn’t think that was a good idea” she says. “He told me, ‘Honey, I wish you’d be a diesel mechanic because you’re so much better working on inanimate objects than working with people.’” In the early part of the last century, the majority of Americans were raised on farms where self-reliance and mechanical ability went hand-in-hand. This ready-made technically astute labor pool served the nation well as industrialization, economic booms and global conflict impacted the growing nation. Today, things have changed considerably. The majority of Americans live in cities, and their children, in many cases, cannot drive a car with a manual transmission – much less install a pair of brake pads. College is the default educational track for most of today’s urban kids, and although their computer skills leave many a baby boomer scratching their head in bewilderment, they are reviled at the thought of getting grease under their fingernails. Dell’s upbringing has more in common with the Greatest Generation. Although she’d done her homework before starting her education and understood clearly that she was entering a field that offered her an unlimited career track and the potential to make a good living, she was surprised by the amount of onboard computers and electronics systems on today’s trucks. “I had no idea how fast computers are taking over trucks and how more important they’re going to be in the future,” she says. “I thought I was just going to be turning wrenches. I wasn’t aware of how important computer skills were going to be in order to accurately diagnose problems and keep these trucks rolling.” Even in this modern age, Dell says her decision to go into a field typically seen as “men’s work” raised a lot of eyebrows. Guy Warpness, president of WyoTech Laramie and one of Dell’s mentors during her diesel training, says Dell represents the future of heavy-duty truck technicians. “We are on the cusp of a major technician crisis in this country today,” Warpness says. “Women are an untapped resource that could help us meet that crisis head-on and eventually turn it around. But if this industry doesn’t start thinking and acting differently – and that includes recruiting women and bringing them into the workforce as technicians – things are going to get a lot worse before they get any better.” A ‘desperate’ situation For most fleets, today’s technician shortage is a source of major headaches, downtime and lost revenue. “If the current trends continue, we are fast approaching a day when American consumers could see food shortages in supermarkets because trucks aren’t able to get produce to market,” says Dwight McAlexander, a retired Volvo engineer who now consults the company on maintenance issues. While that may sound extreme, McAlexander says the numbers back him up, describing the situation as “desperate” and one that “has been getting worse for several years now.” The trucking industry isn’t attracting enough new technicians to replace those that are retiring, he says. “That’s not factoring in the fact that trucking is just not seen as an attractive career opportunity,” McAlexander says. The American Trucking Associations predicts a shortage of between 5,000 and 10,000 heavy-duty diesel technicians in the next five years. “This is a problem that is about to get exponentially worse,” he says. It all boils down to image and pay, says Chuck Roberts, who heads the Automotive Youth Education System for the National Institute for Automotive Service Excellence. “Image has always been a problem for the automotive service industry in the broadest sense possible – that ‘grease monkey’ stereotype – and I don’t think that’s been helped by educational policy in this company,” Roberts says. “The high value placed on college prep paths hurts technology education.” The education system moved away from placing value on trades as a career path in the 1960s, Roberts says. “Not a lot has changed since then, and the country as a whole is about to pay a high price for those policies,” he says. The traditional image of a technician is mired firmly in the 1940s and 1950s, McAlexander says. “What’s worse, trucking is at a disadvantage when it comes to pulling from the pool of students who do want to work with their hands today,” he says. “We have to fight and compete for the same student who wants to work on computers or in aviation, automotive, marine, motorcycles or construction equipment, and frankly, trucking is the least attractive industry of that bunch.” Another problem is the misunderstanding that today’s students have about their earning potential as a heavy-duty diesel mechanic. Statistics posted by the U.S. Department of Labor, which are used by educational facilities to help students decide on career paths, currently show the median pay for heavy-duty truck technicians to be about $50,000 a year. “We have got to work as an industry to change those stats,” McAlexander says. “If you go to a large truck dealer in a large market today, it is not unusual for a master technician at that dealership to be making more than $100,000 a year. As an industry, we’ve had a difficult time trying to get that data updated.” Technical schools are restricted by the U.S. Department of Education from providing students with earning potential statistics outside of those approved by DOL, he says. While the pay structure for today’s technicians is reasonable, it doesn’t get communicated to students, says Ken Calhoun, vice president of customer relations for Truck Centers of Arkansas, a Freightliner dealer based in North Little Rock. “Nor does the fact that there are viable career paths for beyond turning wrenches forever,” says Calhoun, who should know since he used to take a toolbox to work himself years ago. “I’m in management today, and I’ll bet if you took a poll at the next TMC meeting and asked everyone in a room making a six-figure income to raise their hand, you’d be amazed at the response,” he says. “Almost every one of the people with their hand in the air would tell you they started out as a diesel technician.” Dell is aware of the earning potential her new career offers. “Getting my Master Certification is my next big step,” she says. “I eventually want to get into management, and I know that’s a viable goal in this industry.” McAlexander says that if the educational system can’t deliver an accurate message about technician careers, the trucking industry has to step up. “We are way past the point where truck dealers and fleet managers need to be actively engaged on the local level,” he says. “We’ve got to start young. If we’re talking to kids who are already in technical colleges, it’s too late. We need to be reaching out to them in 7th, 8th and 9th grade, and we need to tell them, ‘I hire technicians, and this is what I’m prepared to pay, and this is what I make today.’ ”

Commercial Carrier Journal (CCJ) / November 4, 2014 Peterbilt has unveiled a new special edition variant of their popular Model 389 called Pride & Class. The truck maker says the truck is in production and is shipping to customers. The Pride & Class edition has a “customized, show-truck-ready look,” Peterbilt says, and includes insignias in the cab and sleeper denoting it as the special edition. Among its distinctive exterior features are: A louvred grille design similar to that of the Peterbilt 351, manufactured from polished steelPolished hood crown and hood spinePolished metal hood air intake vents fashioned in the style of the original 1939 egg crate grill pattern, integrated with the Peterbilt logoBright metal front fenders like that of the Model 379XA large polished exterior sun visor, bumper and exhaust stacksPolished rocker panels complementing the cowl skirts, battery box, fuel tanks and trimmed mud flapsInterior features include: Arctic gray color with charcoal dash topBlackwood trim accents throughoutChrome door handles, bright bezel gauges and a special four-spoke metal steering wheel with a leather wrapBright shifter plate with Pride & Class logo and a Blackwood shifter knobPremium black leather seats with Pride & Class emblem embroidered in the headrestsThick black carpeting throughout the cab and sleeperThe truck can be ordered as a day cab or with a 72- or 78-inch sleeper. .

Playinig devil's advocate, is this no different than choosing between a Chevrolet-branded light truck and a GMC? On another note, I found the CAT video to be amateur level at best. I was shocked. From a major manufacturer like CAT, I would have expected a much more professional product launch.The half-hearted CAT truck endeavor is not indicative of the Caterpillar we know.

The Economic Times – Auto / November 3, 2014 October sales at Chennai, India-based truckmaker Ashok Leyland rose 23.1 percent to 8,375 units, compared with the same month last year. The strong sales numbers in October were contributed to robust medium and heavy truck sales at 5,838 units, and light truck sales at 2,537 units. FYI: The company’s heavy truck range uses a variant of the last generation Ford Cargo cab. .

Press Release / August 9, 2014 Belarus-based truckmaker MAZ has debuted an advanced new Euro-6 heavy tractor on the 70th anniversary of the Minsk Automobile Plant. The MAZ-5440M9 features a completely redesigned cab with a dramatically enhanced exterior complimented by significant interior upgrades. A low fifth wheel of 1150mm easily allows haulage of 2.9 meter height shipping containers and high-cube trailers. The 4x2 variant of the tractor has a gross combination weight rating of 40 metric tons (88,185lb). The new tractor is powered by the Euro-6 emissions compliant Mercedes-Benz OM471 (DD13) rated at 475 hp. MAZ finalized an OM471 engine supply agreement with Mercedes-Benz in 2013. MAZ chief designer Pavel Shabanov said of the new MAZ-5440M9 tractor: "We created it using the latest heavy truck technologies, including advanced frame, suspension, drivetrain and cab design." https://www.youtube.com/watch?v=ukoHHguIm0k .

Associated Press / November 3, 2014 Oshkosh subsidiary Pierce Manufacturing is recalling 135 fire trucks in the U.S. because a suspension part can fail and cause a wheel to fall off. The National Highway Traffic Safety Administration says the recall covers Pierce Arrow fire trucks from the 2010 and 2011 model years. The trucks have TAK-4 front suspensions and were built from Nov. 18, 2009, through May 11, 2011. The agency began investigating the trucks in March after getting reports of a wheel falling off two aerial ladder trucks that were responding to emergency calls in Portland, Oregon, and Edmond, Oklahoma. The Wisconsin-based company also told the agency of another case in Milwaukee. Pierce will inspect the lower control arms on the trucks and replace any that are defective. http://www.oregonlive.com/portland/index.ssf/2014/02/enroute_to_house_fire_in_south.html

Press Release / November 1, 2014 Volkswagen Group’s Resende commercial truck plant in Brazil is marking its 18th anniversary. Production of VW light, medium and heavy trucks, and bus chassis, moved into the then-new facility in 1996. Located just south of the coastal city of Rio de Janeiro, Resende began with 200 employees producing one truck per day. Today the plant employs over 5,000 people and is Resende’s largest private employer. VW commercial trucks are the market leader in Brazil, with over 680,000 units produced to date. Over the last 18 years, VW Group has continually reinvested in its commercial truck product and manufacturing capabilities. By 2017, the value will have reached US$1.6 billion, contributing to the enrichment of the region’s technological and economic growth. The plant has revolutionized the economy of Resende, generating employment and income. VW Group is responsible today for 65 percent of the municipal tax collections, what if reverts in direct improvements for the population on issues such as health and education. "Our size and growth in Resende has served to attract additional major vehicle manufacturers and supporting suppliers to the area. Our success in Resende over the last 18 years is very much due to the high quality local talent. We thus feel a very close relationship with Resende and region," says Roberto Cortes, president of VW Group’s VW truck-producing subsidiary MAN Latin America. The Resende plant has grown significantly over the years to allow the company to now produce 106 models of trucks and buses for both the Brazilian domestic and global markets. Originally 90,000 square meters in size, the facility has grown to nearly 180,000 square meters, including final assembly, the logistics center, supplier area and modifications center*. Another 20,000 square meters was just added in 2013 to place axle/suspension supplier Meritor and suspension supplier Suspensys within the complex. Resende was historically the world’s first vehicle assembly plant to locate suppliers within the facility. The now common practice is known in VW-speak as Modular Consortium, an arrangement in which each supplier assembles their module and provides on-line assembly of their module onto the vehicle. Suppliers have full responsibility for their assembly cells, from purchasing to inventory control, tool maintenance, quality, worker safety, wages and labor grievances. Production consists of eight modules including cab shell, painting, engine, cab grooming, wheels and tires, chassis and suspension. Cab shell AKC Aethra http://www.aethra.com.br/ Painting Carese http://www.eisenmann.com/en/about-EISENMANN/at-a-glance/locations/brazil-pt/build-operate-transfer-models.html Engine MAN / Cummins Cab grooming Continental http://www.conti-online.com/www/automotive_br_pt/themes/commercial_vehicles/ Wheels and tires Remon Chassis Maxion http://www.maxionsc.com/contagem/?lang=en Axles and suspension Meritor http://www.meritor.com/customer/southamerica/sa_products.aspx Suspension Suspensys http://www.suspensys.com.br/en Overall product quality control is the full responsibility of VW Group subsidiary MAN Latin America. Over the years, the production system at Resende has received significant technological updates including to 3D prototyping, scanners, laser cutting machines and a voice-commanded logistics system. In addition, a MAN of Resende Latin America maintains a manufacturing operation in the city of Querétaro, in Mexico, where it assembles Volkswagen-branded products for the local market. * Volkswagen Truck Modifications Center https://www.facebook.com/bmbmodecenter http://www.modecenter.com.br/ .

TTM / April 3, 2014 Netherlands-based specialty truck manufacturer GINAF has introduced a new model for the mining segment featuring a Ford-Otosan produced heavy truck cab and Cummins QSX15 engine. Whereas the standard HD5395 utilizes a DAF CF cab (and DAF-Paccar MX13 engine), the new HD5395TS is fitted with the Ford Cargo heavy truck cab. The model HD5395TS 10x6 features a steered tridem. Brazilian multi-national diversified metals and mining corporation Vale S.A., the world's biggest iron ore producer, has already placed an order for ten units for delivery in the first quarter of 2015. In off-road operation at speeds up to 40 km/h (25mph), the HD5395TS has a gross vehicle weight rating of 95 metric tons (209,439lb) and a rated payload of 70 metric tons (154,324lb). The Tier 3 emissions rated 14.9-liter Cummins QSX15 delivers 610 horsepower and 2,542 Nm of torque at 1400 rpm. The shifting profile of the truck’s 12-speed ZF As-Tronic automated manual transmission (AMT) is specially programmed by GINAF for the mining segment. A steel spring front suspension is paired with a electronically-controlled hydro-pneumatic vehicle suspension (HPVS) on the three rear axles. The first and second steer axles are rated at 13 metric tons (28,660lb), and axles three, four and five are each rated at 23 metric tons (50,706lb). Spec Sheet: http://www.ginaf.nl/uploads/media/HD5395TS_V1.5_grey.pdf http://www.bigmacktrucks.com/index.php?/topic/36862-custom-made-by-ginaf-the-worldwide-specialist-in-heavy-duty-trucks/ .

Transport Topics / October 31, 2014 Oshkosh Corp. reported its fourth-quarter net income more than doubled from a year ago as gains in commercial and access equipment sales offset a decline in military truck sales. Net income rose to $77.8 million, or 93 cents a share, from $36.3 million, or 41 cents, a year ago. Revenue for the quarter ended Sept. 30 slipped to $1.67 billion from $1.73 billion. The specialty truck maker’s operating income rose to $113.1 million in the quarter, from $65.2 million a year ago. Commercial sales rose 16.4% to $243.7 million and access equipment jumped 19.5% to $932.7 million. Fire and emergency sales fell 7.4% to $214.9 million and defense plunged 43.9% to $288.1 million. “Our access equipment and commercial segments led the way in fiscal 2014, with the access equipment segment surpassing last year’s record operating income margins by nearly 200 basis points,” said CEO Charles Szews. Its commercial segment posted its strongest full-year operating income margin since fiscal year 2007, which is “especially impressive because key end markets for both segments are still well below pre-recession levels, and we expect those end markets to grow in fiscal 2015 and beyond,” Szews said in a statement. For its full fiscal year, Oshkosh earned $309.3 million, or $3.61 per share, down from $318 million, or $3.55, a year earlier. Revenue declined 11% to $6.8 billion. Oshkosh said it expects fiscal year 2015 adjusted earnings per share $4 to $4.25 on projected sales of $6.5 billion to $6.6 billion, citing projected lower defense sales.