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Today's Trucking / October 8, 2014 NEW DETROIT MEDIUM-DUTY ENGINES are coming from Daimler Trucks North America in 2016. Branded the Detroit DD5 and DD8, they'll push the vertical-integration idea as far as it can go at DTNA -- Detroit engines will be offered in the company's complete product portfolio. That means Freightliner, Western Star, Thomas Built Buses, and Freightliner Custom Chassis vehicles. The new engines are another example of what Daimler Trucks calls its 'Global Excellence Strategy' to have uniform production standards and processes worldwide. The development of the DD5 and DD8 is another example of Daimler’s international development effort, with global testing and validation being undertaken in both Europe and the United States, and series production in Europe since 2012.Introduced at the 2014 American Trucking Associations Management Conference and Exhibition in San Diego earlier this week, the new DD5 and DD8 engines were originally launched in Germany in 2012 as the OM 936 in 7.7 and 5.1-litre trim. First offered in the Mercedes-Benz Antos truck, they met Euro-6 emissions -- essentially the same as EPA 2010 -- and have outputs as high as 350 hp in European form. The OM 936 is a six-cylinder diesel with dual overhead cams and common-rail fuel injection. Output options have not yet been announced for North America. The engines will be initially built and shipped from Daimler’s powertrain facility in Mannheim, Germany with plans to manufacture them in North America in 2018. At the recent IAA show, incidentally, Daimler introduced the new natural-gas version of the OM 936 G 7.7 liter engine for use in its Econic vocational truck. Coming to North America? Not likely. .

Press Release / September 9, 2014 The Kamaz M1842 heavy tractor range was awarded Best Commercial Vehicle of the Year at the 2014 AUTOTRANS international commercial truck show in Moscow. The Kamaz M1842 (5490) long-haul tractor represents a significant step forward in design and technology for the Russia-based truckmaker. Its distinguishing feature is the Mercedes-Benz Axor-based cab designed jointly with Daimler AG. Power comes from a 12-liter 428 horsepower Euro-5 (EPA2007) *Mercedes-Benz model OM457LA engine mated to a ZF 16-speed manual transmission or optional ZF AS Tronic automated manual transmission (AMT). The M1842 4x2 heavy tractor is joined by the T2642 6x4 tractor and T2640 6x4 rigid (straight truck) variants. *Daimler Trucks began a strategic partnership with Kamaz, Russian Technologies and Troika Dialog in December 2008, when Daimler acquired a 10% stake in Kamaz. In November 2009, Daimler Trucks and Kamaz signed agreements for the establishment of two joint ventures. Daimler AG and KAMAZ each will own 50% of the first joint venture Fuso KAMAZ Trucks Rus, which is beginning to import semi-knocked-down (SKD) assembly kits of Fuso trucks from Japan in the first quarter of 2010. The trucks will be manufactured in Naberezhnye Chelny, where KAMAZ has its truck plant; the new company’s sales headquarters is in Kazan. Daimler AG and KAMAZ each also will own 50% of the second joint venture, Mercedes-Benz Trucks Vostok, which will initially build the heavy-duty Mercedes-Benz Actros and Axor trucks in SKD assembly also located in Naberezhnye Chelny. The sales headquarters for Mercedes-Benz Trucks and Buses as well as Setra Coaches in Russia will remain in Moscow. Truck production is scheduled to commence in the second quarter of 2010, while the sales operations already began in January 2010 via the new company Mercedes-Benz Trucks Vostok. .

Press Release / September 10, 2014 The PACCAR MX-11 Euro 6 engine has won the Truck Innovation Award at the annual Fleet Transport Awards 2015 in Ireland. The engine received the recognition because of its state-of-the-art technology, resulting in maximum reliability, high fuel efficiency and low weight for optimum payload. The 10.8 liter PACCAR MX-11 engine is offered in DAF’s popular CF and XF models and is available with outputs from 210 kW/286 hp to 320 kW/435 hp. “When developing the new six cylinder diesel engine, DAF started with a clean sheet of paper”, commented Jarlath Sweeney, chairman of the Fleet Transport Awards jury and editor-in-chief of the leading Irish magazine, Fleet Transport. “By integrating as many functions as possible and applying advanced technologies like double overhead camshafts and high pressure common rail fuel injection, the new PACCAR MX-11 engine is a great example of modern engine development, offering added value to the operator while meeting the stringent Euro 6 emission requirements.” “The new PACCAR MX-11 engine fits completely in the trend towards achieving high efficiency at lower displacement volumes”, said chief engineer Ron Borsboom, member of the DAF Trucks Board of Management. “Main development criteria where high performance, low weight and fuel consumption, as well as maximum reliability and durability and excellent uptime. We get excellent feedback on the PACCAR MX-11 engine from customers throughout Europe and we are honored with receiving the Truck Innovation Award, which is a great recognition.” .

Truck News / October 3, 2014 Canadian governments have come to agreement on policies regarding truck weights and measures and vehicle inspections. Federal, provincial and territorial ministers of transport approved three recommendations put forward by the National Task Force on Vehicle Weights and Dimensions Policy and known officially as the Memorandum of Understanding on Interprovincial Weights and Dimensions (MOU). According to the MOU, “provinces and territories will permit vehicles which comply with the weights and dimensions described in the MOU to travel on a designated system of highways in their governments.” The three changes are: 1. The addition of the tridem drive tractor/semitrailer configuration as a new MOU category 2. An increase in the allowable size of aerodynamic devices on rear of trucks and trailers from 0.9 metres to 1.52 metres (from 35.4 inches to 59.8 inches) 3. An increase in the overall length limit for B-train double trailer combinations from 25 metres to 27.5 metres (from 82 feet to 90 feet, 2 inches). There were three factors cited for increasing the length of B-trains. By giving them some added length, it should be easier to fit engine emissions equipment and alternative fuel systems. Fleets will be able to use the added length to accommodate moose bumpers to reduce the severity of impact when trucks collide with wildlife. The additional length can also be used to fit in larger sleeper berths and improve overall driver comfort in the cabin, thereby reducing driver fatigue. Updates to inspection criteria came about when the ministers endorsed changes to the National Safety Code (NSC), which sets out minimum performance standards, applying to all persons responsible for the safe operation of commercial vehicles. The Canadian Council of Motor Transport Administers promises to make the Revised National Safety Code Standard 11 on Commercial Vehicle Inspections by posting it on its website

Diesel News Australia / October 9, 2014 New sets of triple tankers have been introduced by Toll Group and are claimed to be the safest and most technologically advanced fuel tankers in Australia. The new tankers, set up in a BA triple configuration, use in-vehicle monitoring systems plus seeing-eye technology, outward-facing cameras, real-time satellite tracking, electronic braking systems and anti-roll technology. Toll Energy General Manager Glenn Benson explained the safety of Toll’s people and the communities in which Toll operates is a priority, and one that these new vehicles help to demonstrate. “Our focus on the safety of our vehicles out on the road is a key part of our safety commitment to our communities, regardless of whether they’re in urban, regional or remote areas,” said Benson. “We are proud to operate a fleet that enhances the safety of its driver and other road users, while at the same time improving the productivity of our operations and the service we are able to provide to our customers.” The new tankers have been acquired to handle the task of transporting crude oil from Mereenie, Northern Territory to Port Bonython, South Australia, as part of a contract with oil and gas producer Santos. Another first for Toll is the unique Indigenous artwork on the familiar green Toll background. The company says it is a visible reminder of their national approach to working with Aboriginal and Torres Strait Islander people and their communities offering job and community development opportunities. “For many years Toll has been engaging with Aboriginal and Torres Strait Islander communities throughout Australia in relation to training and employment opportunities, procurement of business and providing in-kind support,” said Benson. “We look forward to the continued support of our employees, local communities and customers such as Santos on our journey of Indigenous Australian engagement.” The original artwork design on the tankers was created for Toll’s Reconciliation Action Plan by Indigenous artist Marcus Lee to express the daily movement activities of the transport and logistics sector that Toll provides, while also representing the many and varied employment pathways on offer. .

Russian truckmaker Kamaz has launched a new incentive program effective from September 8th thru December 31st, aimed at promoting the replacement of older trucks and buses with newer vehicles offering cleaner exhaust emissions. Already, over 5,000 orders have been received. Kamaz is offering a discount of RUB 350,000 (US$8,722) to truck buyers who agree to completely scrap their current older truck. The customer must have owned the truck for 6 months or longer. Customers who elect to trade in their older truck will receive a discount of RUB 300,000 (US$7,476) towards the purchase of a new Kamaz truck. The Kamaz truck recycling program will be handled by the company’s global dealer network. Speaking of the Russian domestic market, Kamaz Executive Director Sergey Kogogin said, “Our data indicates that 730,000 of the 1.5 million trucks in operation are over 15 years. This is quite a high percentage. This program will accelerate the retirement of older trucks which do not meet current emission, environmental and safety standards”. .

Fleet Owner / October 9, 2014 Prime Inc. has ordered 2,500 Utility 3000R refrigerated trailers, Utility Trailer Manufacturing Co.announced. The order was handled by Utility Trailer Sales of the Ozarks. It is the largest single trailer order in Utility’s history. “Our focus on safety, efficiency, and sustainability were the major factors in this purchase. Our commitment to these principles is the pinnacle reasons for our partnership with Utility. It is a privilege to have them as a partner that understands our corporate philosophy,” said Paul Higgins, director of maintenance for Prime. Ozark Utility’s partnership with Prime began in 2009 with the purchase of 450 trailers. With the recent order, Prime has now purchased a total of 5,000 Utility reefer trailers from the dealership. The new trailers will be equipped to provide maximum fuel efficiency and added safety components, which includes Utility’s USS-120A-4 aerodynamic side skirt, optional air disc brakes, and a superior suspension system for increased roll stability. Utility will build Prime’s reefers in both of its Utah and Virginia factories.

Heavy Duty Trucking / October 6, 2014 Daimler Trucks North America expects steady growth in truck sales over the next couple of years, projecting this year will end up with 374,000 Class 6-8 units sold in North America and 411,000 for 2015 – and it's getting ready to ramp up its production to accommodate. The bulk of that growth is expected to be in Class 8, where orders are currently so strong that production of those orders will roll over into the first quarter of 2015, explained DTNA President and CEO Martin Daum to journalists attending the American Trucking Associations Management Conference and Exhibition. DTNA's goal is to continue to grow its market share in that growing market. It ended 2013 at 38.2% of the U.S. Class 8 market, but as of August this year is down slightly to 37.1%. The market share is even stronger in U.S. Class 6-7, which ended 2013 at 44.1% but is down a bit to 42% so far this year. "It appears our competitors did a great job too, which I applaud and appreciate," he said. "Our customers are benefitting as everyone steps up their game." Nevertheless, he said, the company's goal for the next year is to grow that market share further – something he emphasized must be earned. Fuel efficiency is expected to continue to help drive that growth. Compared to a 2010 baseline of a Freightliner Cascadia, fuel efficiency improvements have increased fuel economy by 12 percent for 2015 models. The new Detroit DT12 automated transmission integrated into a fuel-saving Detroit integrated powertrain is one of the keys to that improvement, and company officials said the success of the transmission has exceeded even their own optimistic expectations. DTNA projects sales for Detroit transmissions next year of 25,000. "I would say this is conservative, I would say 30,000," Daum said. "We invest in Detroit for 57,000 automated transmissions in 2017, and that may not be enough. Who would ever have thought that would happen?" Daum emphasized that DTNA will not rest on its laurels, will be humble and continue to develop products based on what customers need. It has invested $3.8 billion over the last 10 years in vehicle and powertrain development, and is upping that level to $550 million per year going forward.

Press Release / September 23, 2014 Waberer’s International Pte. Co., one of Europe’s largest road transport companies acquires 1,000 new DAF CF and XF trucks to renew its fleet. The order was signed at the IAA exhibition in Hanover by Waberer’s International Chairman/CEO György Wáberer and Ron Bonsen, member of the DAF Board of Management and responsible for Marketing & Sales. Delivery of the vehicles will take place this and next year. As a result of the new order, nearly half of Waberer’s fleet of 3,300 units will consist of DAF trucks. “We have chosen for DAF again because of the vehicles’ reliability, high quality, fuel efficiency and low maintenance cost” – said György Wáberer, after signing the contract. He added that with this order the company acquired its 3,000th truck from the Dutch manufacturer. ”Other important selection criteria include the size and comfort of the cabs and the availability of important features to further enhance safety. As Europe’s FTL specialist, our company focuses on long distance transport. Our truck-trailers transport goods of our customers throughout Europe. Average distance per trip is some 1,500 kilometers. This is why we are keen to ensure the best working conditions for our drivers. We have ordered all trucks with a spacious cab, equipped with all necessary accessories serving the comfort of the driver” Long-term relationship ”It is a great recognition that one of one of Europe’s leading road transport operators, has chosen DAF again”, said Ron Bonsen ”The present agreement will further strengthen the successful and long-term relationship between the two companies. We are proud to be the largest truck supplier for Waberer’s, a company continuously improving its operational efficiency.” .

Press Release / September 29, 2014 Monopoly, one of Russia’s largest companies specialized in transportation of conditioned food products, will acquire 700 new DAF XF trucks to expand its fleet. The order was signed at the IAA exhibition in Hanover by Ilya Dmitriev and Maxim Onyfrienko - Monopoly directors -, Marcel Verbeeten - general director of DAF dealer Terra Truck - and Ron Bonsen - member of the DAF Board of Management and responsible for Marketing & Sales. Delivery of the vehicles will take place this and next year. As a result of the new order, the fleet of Monopoly will grow to over 1.000 units of which 700 DAF trucks. “We have chosen for DAF after monitoring the performance of the trucks and reliability, quality, fuel efficiency and low cost of ownership have been proven to be industry-leading”, said Ilya Dmitriev, after signing the contract. “ Being professionals in logistics we know our customers expect on-time delivery. Therefore we require maximum reliability and uptime of the trucks we operate. That is why we have chosen DAF as our partner.” Ilya Dmitriev added that with this order a start is made for a long lasting partnership with DAF and its dealer network. “I would like to thank the Monopoly management for the confidence in Terra Truck”, commented Marcel Verbeeten, general director of the DAF dealership in Saint Petersburg. “We will continue our efforts to assist Monopoly in optimizing its business.” “DAF is proud to receive this order from Monopoly, a leading Russian transport company”, said Ron Bonsen, member of the DAF Trucks’ Board of Management. “It is a great recognition of our excellent product and our professional Russian dealer network.” .

Diesel News Australia / October 2, 2014 The first concrete cooperation project between MAN and Scania, since they both came under Volkswagen’s ownership, has been announced. The German and Swedish truck manufacturers have said they will be cooperating on transmissions in the future. The first stage of this collaboration will start in 2016, when Scania’s Opticruise AMT will begin to be integrated into the MAN heavy duty line up, the TGX and TGS. Scania’s transmission hardware will be gradually fitted to the Germany-made trucks. MAN has said it will develop the transmission software to suit integration between Opticruise and its engine range, developing an effective gear changing strategy. The two companies say testing of the first prototype vehicles has already begun. The second stage will be the development of the subsequent generation of the current Scania transmission portfolio, with both truck makers working together to optimise it for their drivelines. The details of the cooperation are currently being drawn up. “It means that Scania and MAN will be using a collectively developed, innovative transmission concept in their vehicles in the future,” said Anders Nielsen, MAN CEO. “Our aim with this cooperation is for components which set global benchmarks for commercial vehicle technology to emerge. That’s why we want to cooperate on development projects with Scania in future too, provided that these do not impact upon their respective brands.” MAN were at pains to point out, when making the announcement, ZF Friedrichshafen also remains a supplier of components for MAN’s trucks and buses. Currently, MAN sell the TGX and TGS range with the ZF AS Tronic AMT using MAN software to control the transmission. Since the takeover, Volkswagen has been following a policy of ensuring MAN and Scania remain separate brands in a multi-brand strategy. Sales and service activities are completely separate. It is in the field of technological development where VW are looking to get value from the strengths of the different brands under its control. According to VW, the alliance enables the companies to exchange their know-how as much as possible and make use of the synergies which result from the collaboration. http://www.scania.com/media/pressreleases/N14043EN.aspx

Australasian Transport News / October 1, 2014 Freightliner Trucks is offering a fully maintained operating lease for its Argosy COE. The offer, in partnership with Freightliner’s finance arm, is available for a limited time. It includes a fixed rental of (Australian) $5,590 per month for a new Argosy 101 mid roof sleeper DD15 manual prime mover and full maintenance and repairs for four years or 800,000km (500,000 miles). "Customers today are looking for comprehensive, competitive finance arrangements that offer peace of mind," Freightliner Australia senior manager Rodney West says. "Having our own finance arm through Freightliner finance and service plan allows us to focus on the needs of our customers. "We understand the stress of our customers with the increasing financial pressure within the industry, so the timing for our Freightliner finance operating lease package couldn’t be better." Freightliner says the package’s benefits include scheduled servicing every 40,000km (25,000 miles), operational reliability, nationwide service, improved resale, simplified fleet management; and 24-hour emergency contact. .

Truck News / September 29, 2014 No, it’s not the SmartAdvantage. But it's a good example of a collaboration between Cummins and Eaton that is winning fans among Canadian fleets. Cummins and Eaton have been cozying up of late in an attempt to ensure their future success in an increasingly vertically integrated world. The greatest example of this heightened level of collaboration comes in the form of the SmartAdvantage powertrain, which combines the Cummins ISX with an optimized Fuller Advantage Series automated transmission. That package has met with some success in the US market but is currently limited to a GVWR of just 80,000 lbs, constraining enthusiasm in the Canadian market, where greater payloads are often sought. A lesser-known example of Cummins integration with Eaton comes in the form of the ISX15 mated to an Eaton UltraShift Plus LSE 16-speed automated transmission, which is approved for GVWRs of up to 110,000 lbs, offering a more versatile powertrain for Canadian fleets. The LSE stands for line-haul small step efficiency, and it’s this short 17% step between gears that allows for quick, precise shifting, enabling the driver to spend more time in the engine’s money-making sweet spot. The UltraShift Plus LSE was initially offered only in International trucks with Cummins or MaxxForce engines, but that exclusivity period came to an end in August, meaning we could soon see this combination offered by other OEMs. The Canadian customers who have been running this spec’ seem to like it. Challenger Motor Freight took delivery of 10 International ProStar tractors with the ISX15/UltraShift Plus LSE package about a year ago and they’ve been run hard, put into service as team trucks running Ontario-B.C. I had the opportunity to drive one of these trucks and the odometer, after just a year in service, had already surpassed 300,000 kms. I took to the back roads around Kitchener, looking for elusive hills, and then spent some time on the 401. I was pulling a load of canned peas, grossing just shy of 80,000 lbs, considerably less than what this combination can handle. Traditional transmissions have a step of about 35% between gears, making each step about twice as tall as those within the LSE. The contrast was noticeable when driving, especially when accelerating from a stop. The LSE charged through the gears, getting up to top gear quickly, usually starting from second gear and then skipping third, fifth and seventh along the way. During my drive, Brent Talbot, territory sales and service manager with Eaton rode along in the bunk. He told me the traditional strategy of getting into top gear quickly and staying there as long as possible has been replaced with the idea the driver should instead focus on getting into the sweet spot and remaining there, even if it means running in 15th gear at times. I spent most of my drive in 16th, so these aren’t mutually exclusive scenarios. When we think of manual or automated transmissions, we tend to think in terms of 10-, 13- and 18-speed gearboxes. But the 16-speed UltraShift Plus LSE strikes a nice balance for Canadian fleets looking for a versatile transmission that performs admirably and is well integrated with the Cummins engine. The ISX/LSE combo provides fleets with the versatility they require when hauling loads ranging between 80,000 and 110,000 lbs; there’s less risk of dispatch deploying the wrong truck to pick up a load that’s heavier than what the truck is rated for. The ISX/LSE doesn’t downspeed to the same extent as the SmartAdvantage. While the SmartAdvantage allows the engine to cruise at just 1,200 rpm, the ISX15 I drove cruised at 62 mph at a higher 1,380 rpm. Still, the integration between engine and transmission runs deep enough to provide a high-performing alternative to the SmartAdvantage while a more robust version approved for 110,000-lb GVWRs continues to be developed. The ISX15 I drove produced 450 hp and 1,650 lb.-ft. of torque, which was more than enough for southern Ontario and also sufficient to conquer the Rocky Mountains, one would presume – otherwise Challenger wouldn’t be sending it there every week. Downspeeding aside, there are a couple of factors that contribute to the efficiency of the ISX15/UltraShift Plus LSE package. For starters, the UltraShift Plus LSE is a direct drive transmission, which generally improves fuel economy by 2% compared to an overdrive, since parasitic losses within the transmission are eliminated. Customers who’ve spec’d the ISX15/LSE powertrain have seen fuel economy gains compared to say, an ISX15 with a 13- or 18-speed automated overdrive transmission, according to Adam Whitney, national account executive with Cummins, who was also along for the ride. Cummins contends its ISX15, despite its higher displacement and greater bulk, is generally more fuel-efficient than a 13-litre, especially in Canada where a 13L has to work hard when making cross-country trips. “A lot of that comes down to, it’s not working at its maximum efficiency – it’s not working as hard as a 13-litre,” Whitney said of the ISX15. Cummins and Eaton have collaborated in an unprecedented manner to ensure this engine and transmission are optimized to work together and this partnership has translated into noticeably improved performance. “Historically, we wouldn’t have shared our fuel maps but now we do with Eaton,” Whitney explained. “They know exactly where we want to be rpm-wise, where it’s going to be more fuel-efficient and they have optimized the shift points.” The UltraShift LSE makes smooth, quick shifts at just the right time, allowing the ISX15 to run in its intended sweet spot to perform to its full potential. Unlike the new Fuller Advantage Series automated manual transmissions, from which Eaton has eliminated the oil cooler to save weight, the LSE still requires a cooler. “It has a higher capacity gross weight, rated up to 110,000 lbs, and at that level if a customer were to maximize his gross weight he’s going to need a cooler to maintain the transmission’s operating temperatures,” Talbot explained. The ISX15 in the ProStar I drove was incredibly quiet, which I’m sure is appreciated by whichever team driver occupies the bunk at any given time. Whitney says the Cummins high-pressure common rail fuel system contributes to its low noise output. It also features a highly effective engine brake, which is assisted by the variable geometry turbocharger to maximize its braking power. If you want to get the most available engine braking you can put the transmission into low gear when approaching a stop. (It’s an automated, but you can still override this transmission by selecting M for manual or L for low on the shift console. When doing so, the transmission will defer to you – as long as you don’t try something stupid that would hurt it). Why shift to low gear when approaching a stop? “It’s going to move your downshift rpm points out to the governed rpm where the engine brake is strongest and it will continue to downshift right down to first gear,” Talbot explained. “You can take it out of low and put it back into drive or manual and continue driving at any time.” This feature works exactly as advertised. Just ask the guys in the bunk, who asked me to give them a warning next time I put it in low. Other features of the UltraShift Plus LSE that contribute to its drivability include a grade sensor that’s integrated into the electronic control module. This allows the transmission to hold the truck’s position on hills for up to three seconds to eliminate rollback when the driver is moving his foot from the brake to the accelerator. “It also allows us to make much better shift selections because knowing what the horsepower and the torque maps of the engine are as well as the throttle position, we can calculate the weight of the vehicle to within a couple thousand pounds,” Talbot explained. “And if you know the weight of the vehicle and you know the grade you’re on and you know the torque and horsepower maps, you can make very intelligent shift decisions.” The ISX15 delivers peak torque right down to 1,000 rpm, often preventing the need for downshifting. The ISX15 I drove did not have SmartTorque enabled, which would have provided another 200 lb.-ft. of torque in the top two gears when needed. That’s a nice option to have but some fleet buyers like Challenger opt not to select it, probably because SmartTorque could contribute to a small uptick in fuel consumption when employed. The UltraShift Plus LSE skip-shifted readily in the lower gears and why not?; the short step means it can jump gears like Eric Lamaze jumps Spruce Meadows fences. Navistar International has had its detractors in recent years, resulting from its ill-advised emissions strategy that backfired in a big way. But throughout its ordeal, no one had an unkind word to say about the ProStar. It’s been a while since I’ve driven one and I was reminded that this is a nice, comfortable truck to drive with good visibility, a quiet interior and a steady ride. The quiet, steady attributes are likely what make it a popular team truck. The UltraShift Plus LSE gave International a differentiated product, even though its exclusivity was just temporary. It seems to have done a decent job of getting this truck out into the market. “International has done a tremendous job of selling it,” said Whitney, noting other well-known fleets such as Contrans have recently been taking delivery of ProStar trucks featuring this same powertrain. As OEMs continue to espouse the benefits of vertical integration, independent component manufacturers such as Cummins and Eaton have not sat idly by and watched demand for their products erode. They’ve been working more closely together than ever before to ensure they can deliver the benefits of integration, even as separate suppliers. The ISX15 with UltraShift Plus LSE is another example of this conjoining of expertise, and it’s one that seems right at home here in Canada. The spec’s: ENGINE: Cummins ISX 15 450, EPA 2010 450 HP @ 1800 RPM, 1650 lb-ft Torque @ 1000 RPM, 1800, RPM Governed Speed, 461 Peak HP (Max) TRANSMISSION: Eaton Fuller UltraShift+ F-17E316B-LSE 16-Speed Fully Automated Manual; With Aluminum Clutch Housing, Direct Drive, Electronic Shift Controls, Electric Clutch Actuation, Air Range Shift, Internal Lube Oil Pump, Hill Start Aid CLUTCH: Eaton Fuller ECA-1850 Two-Plate, Ceramic, 7-Spring with Pre-Damper, 15.5″ Diameter, with Adjustment-Free Feature, 1850 lb-ft Torque Capacity AXLE, FRONT NON-DRIVING: Meritor MFS-13-143A Wide Track, I-Beam Type, 13,200-lb Capacity AXLE, REAR, TANDEM: Meritor MT-40-14X-3CFR DualTrac, Single Reduction, 0.374″(9.5mm) Wall Housing Thickness, 40,000-lb Capacity, R Wheel Ends, With Amboid Gearing in Rear Rear Axle Gear Ratio: 2.64 CAB: Conventional, Sky-Rise Sleeper Cab; 73″ Seat to Inside Back of Cab, With 42″ Wide Bunk TIRE, FRONT: (2) 275/80R22.5 XZA3+ (MICHELIN) 517 rev/mile, load range G, 14 ply TIRE, REAR: (4) 445/50R22.5 X ONE XDA ENERGY (MICHELIN) 518 rev/mile, load range L, 20 ply SUSPENSION, REAR, AIR, TANDEM: International Ride Optimized Suspension (IROS) Heavy Duty; 52″ Axle Spacing; 40,000-lb Capacity, 9.25″ Ride Height, Includes Heavy Duty Spring Hangers, Crossmembers and Fasteners.

Truck News / October 1, 2014 Volvo Trucks no longer intends to produce a compression ignition LNG engine for the North American market. The company issued a statement today saying while it will continue to field-test dimethyl ether (DME) powered vehicles and will continue to offer spark-ignited natural gas engines in its VNM and VNL lines, the compression ignition liquefied natural gas (LNG) engine plans are on hold. Volvo offered the following explanation for the decision: “Development of the natural gas infrastructure to support long-haul trucking has been modest over the last year, and the needs of customers in the primary markets for natural gas vehicles—regional haul and dedicated routes—are being met with the company’s current natural gas line-up. “Volvo Trucks continues to believe that DME—which can be produced from natural gas—holds promise as a heavy-truck fuel. Customer field tests of DME-powered vehicles will continue, but the company has decided not to establish a commercialization date as it continues monitoring market and stakeholder interest in the fuel.”

Heavy Duty Trucking / October 6, 2014 Daimler Trucks North America announced that it will offer Detroit medium-duty engines beginning in 2016. Speaking to journalists attending the American Trucking Associations Management Conference and Exhibition, DTNA President and CEO Martin Daum pointed out that while the Detroit brand has grown to include not only heavy-duty engines but also transmissions and axles, "something is missing – a medium-duty engine. I am announcing today, the DD5 and the DD8 medium-duty engines to the North American market." Detroit’s new DD5 and DD8 engines are a part of Daimler Trucks’ Global Excellence Strategy to have uniform production standards and processes worldwide. Global testing and validation is being undertaken in both Europe and the United States. Versions of the engine series have been produced in Europe since 2012, but the line will be customized for the North American market, much as the Detroit DT12 automated transmission was developed. DTNA’s entire product line-up, including vehicles equipped with the DD5 and DD8, will meet GHG17 standards early. The engines will be initially built and shipped from Daimler’s powertrain facility in Mannheim, Germany, with further plans to industrialize the engines in North America in 2018. "It will be a great engine, we are all excited about that," Daum said. When asked for more details about the engines, Brad Williamson, manager of engine and component marketing for DTNA, quipped, "Stay tuned." The new DD5 and DD8 engines will be offered throughout Daimler Trucks North America’s product portfolio, which includes Freightliner, Western Star, Thomas Built Buses, and Freightliner Custom Chassis vehicles.

Heavy Duty Trucking / October 6, 2014 Mack Trucks is making its mDrive automated manual transmission standard equipment on its Pinnacle on-highway truck model. During a press conference at the American Trucking Associations’ Management Conference and Exhibition, the company said the move offers increased fuel efficiency, productivity and safety. The increasing popularity of the mDrive led to the decision to make the transmission standard on the Pinnacle, according to the company, with more than 50% of Pinnacle models sold now equipped with the transmission. According to Mack, mDrive is based on proven technology, requiring minimal service and significantly reducing maintenance downtime, while its simplified shifting can help attract and retain drivers. The 12-speed mDrive continuously monitors multiple driving variables to maximize driver productivity, performance and fuel efficiency, said Mack. The mDrive is controlled through a dash-mounted shift pad with an integrated display to indicate the current gear. The Mack Co-Pilot driver display, located in the center of the instrument panel, displays the mDrive’s status, including the number of upshifts or downshifts available, the current gear and the current operating mode. The mDrive, part of Mack’s integrated powertrains, is designed to work with Mack MP series engines. When combined with a Mack Pedigree Powertrain, the mDrive can boost fuel efficiency by up to 1.5% compared to a standard transmission, according to Mack. For applications where fuel economy is a priority, Mack said Pinnacle models can be spec’d with the Super Econodyne integrated powertrain package. Featuring the Mack MP7 or Mack MP8 engine, mDrive, proprietary drive axles and Mack’s custom software, the Super Econodyne package maximizes efficiency without sacrificing performance, according to the compay. When compared to similarly spec’d vehicles, Mack said the MP7 Super Econodyne and MP8 Super Econodyne provides fuel economy improvement of up to 4% and 3.5%, respectively. A key feature of the Super Econodyne package is “downspeeding” of the engine. “Downspeeding” reduces engine rpm by more than 200 rpm at a highway speed of 65 mph, cruising at 1160 rpm versus 1380 rpm. This decrease in engine rpm reduces fuel consumption, with a corresponding reduction in carbon emissions, according to Mack.

BharatBenz to Export Medium-Duty Vehicles to Asia, Africa Wall Street Journal / September 21, 2014 Daimler is targeting emerging markets with an unusual weapon: a line of stripped-down trucks it produces not in Germany, but in India. Daimler is the world's largest truck maker by sales, with dominant positions in the Americas and Europe. But the German company faces growing competition from Chinese manufacturers, who are using their leading positions in China, the world's biggest commercial-vehicle market, to expand in emerging economies. Western auto makers have yet to face a threat from Chinese car companies. But for the medium-duty trucks that are popular in emerging markets, Chinese manufacturers such as Dongfeng Motor Group, FAW Group and Sinotruck are making inroads. Daimler is relying on its growing BharatBenz operation in India. Opened in 2012, it is now India's fourth-largest truck maker and has helped the company become an important player in India's substantial truck market. Daimler plans to use India as the company's development and manufacturing hub to counter the Chinese expansion in Southeast Asia and Africa, said Wolfgang Bernhard, the head of Daimler's global truck business. "The Chinese are gaining a foothold in these markets. We need to do some forechecking," he said, using a hockey term for a pre-emptive strike. The global truck market is expected to grow 5% a year to 3.7 million vehicles in 2020 from 2.6 million vehicles last year, according to research group A.T. Kearney. The market is dominated by heavy-duty trucks, which typically weigh more than 25 tons and logged sales of 1.7 million vehicles last year. But medium-duty trucks are substantial. Last year, 937,000 such vehicles were sold world-wide. The number will grow 5.1% a year, to 1.33 million, by 2020, according to A.T. Kearney. India is the fastest-growing commercial-vehicle market, expected to grow 10% a year to 410,000 trucks a year in 2020 from 210,000 last year. By 2030 there will be two to four Chinese, Indian or Korean truck makers among the top six to eight global manufacturers, A.T. Kearney predicted. The top global players today are Daimler, Sweden's Volvo, Germany's Volkswagen and U.S.-based Paccar. At this week's commercial-vehicles fair in Hannover, Germany, BharatBenz will unveil its first heavy-duty truck manufactured in Chennai, India—a 48-ton off-highway mining truck. The Chennai plant also produces trucks for export, developing models based on its Mitsubishi Fuso venture with Japan's Mitsubishi Motors Corp. Daimler recently unveiled Mitsubishi Fuso models to be manufactured in Chennai and exported to Indonesia, a growing Southeast Asian market. Daimler this year plans to export more than 500 trucks made in India on the Mitsubishi Fuso platform to customers in Southeast Asia and Africa. Daimler wants to double exports from India next year. The numbers are small when compared with the nearly 1.5 million Mercedes luxury cars that Daimler sold last year. But the truck market can be hugely profitable. Daimler sold 484,200 trucks last year, generating €31.5 billion ($40.4 billion) in revenue and €1.75 billion in operating profit, a return on sales of nearly 6%. The challenge for Daimler in India was to learn that less truck could mean more business. The brawn and fancy features typically found in Daimler trucks are of little use to Indian customers and made Daimler vehicles too expensive for exporting to India. Daimler had to tailor products to local needs and pocketbooks. Some Indian customers wanted Daimler to rip out the upholstered seats and put in wooden benches. The average speed on Indian highways is about 25 kilometers an hour, or roughly 15 miles an hour, compared with 70 kilometers an hour in Europe, Mr. Bernhard said. "They won't pay for a lot of safety features, comfortable seating or air conditioning," he said. The strategy appears to be working. The BharatBenz factory has sold more than 10,000 trucks since opening two years ago. First-quarter sales rose 67% from a year earlier to 2,203 vehicles. Daimler now has 4.6% of India's truck market. Daimler's India operation in March broke ground for a new bus-manufacturing plant. "We think we can get beyond sales of 10,000 vehicles a year," Mr. Bernhard said. "In this industry, 10,000 gets my attention, especially when the margins are so good." Mr. Bernhard said he was eager to use Daimler's Indian factory to build strong presences in Asia and Africa's growing market. Daimler is setting up sales offices in Africa and exploring the possibility of doing business in Nigeria, though corruption is a concern. "It is very difficult to sell there in a clean way," he said. "That is the greatest challenge." Daimler's emerging-market strategy faces other road blocks as well. Political turmoil, currency turbulence and souring economies have hurt truck markets in Brazil, Russia and Southeast Asia. "With this whole cocktail of crises that we have, we are seeing a softening of sentiment," Mr. Bernhard said. He said he was encouraged that the new Indian government seemed determined to enact economic overhauls and was already having a positive impact on the economy. He is convinced that emerging economies will return to solid growth, he said. Daimler also is developing an Indian supplier base that Mr. Bernhard said he hoped to tap for Daimler's factories in Europe, the U.S. and Japan, saving between 20% and 50% on parts. Daimler's goal is to boost its global commercial-vehicle sales to 700,000 vehicles a year by 2020, with 250,000 vehicles sold in Asia—excluding China. But Daimler's traditional markets—the U.S., Europe and Japan—are barely growing. "The biggest growth rates will have to come from the emerging markets," Mr. Bernhard said. "Despite all the turmoil we are seeing, we believe in the long-term potential of these markets and are positioning ourselves."

Not so fast my friend. GAZ didn't copy anyone. In 2006, GAZ purchased the assets of troubled LDV, a UK-based van manufacturer. This gave GAZ the modern LDV Maxus van. That's the cab on their new medium truck. LDV made a good van, but wasn't large or diversified enough to survive. The GAZ Gazelle (LDV Maxus), Ford Transit, Mercedes-Benz Sprint, Fiat Ducato and particularly the Volkswagen Crafter all have unique styling themes. Come to the IAA commercial truck show and see them in person (Sept 25 - Oct 2).

Press Release / September 19, 2014 The result of a US$60 million investment, GAZ Group’s commercial vehicle unit has introduced the all-new GAZon Next medium truck series. It will be produced at the Gorky truck plant. The design of GAZon NEXT combines state-of-the-art engineering solutions, superior driver ergonomics and both active and passive safety features complimented with a 3-year/150,000 kilometer warranty, low maintenance costs, high fuel efficiency and the best-in-class pricing. GAZon NEXT is built using systems and components from leading global suppliers including ZF steering and clutches, Tenneco shock absorbers, Wabco brake systems, Takata safety systems and Delphi HVAC. The truck is powered by a high-output and fuel-efficient GAZ model 4.4-liter YMZ-534 diesel engine rated at 137 horsepower, or a 3.8-liter Cummins ISF rated at 152 horsepower. The urban and standard spec variants of GAZon NEXT are differentiated by wheel size and loading height. The urban truck's low profile platform allows for faster and easier loading/offloading, while the standard truck's higher road clearance enhances its on-off road capability. GAZon NEXThas a payload capacity of 5 tons (11,000 lb). Due to increased length and width of the cargo platform and use of higher canopy, the load area has grown by 20%, and loading volume (under canopy) by 42%. Broader cargo platform can hold 9 (standard wheelbase) or 12 (long-wheelbase) standard cargo pallets in one layer versus 6/10 pallets in older model range trucks. The 4-door crew cab variant of the GAZon NEXT features 7-person seating, while the standard cab can accommodate 3 people. FYI: Henry Ford had made a name for himself in Russia with the introduction of the Fordson tractor there. Introduced in 1926, the Fordson tractor helped to quickly modernize the Soviet Union’s agricultural methods. Although Ford had refused an offer to build a Fordson tractor plant in the Soviet Union, he did agree in 1929 to form a joint venture car and light truck plant. The Soviet Union agreed to purchase $13 million worth of automobiles (72,000 units) and parts, while Ford agreed to guide the construction of a plant (in the city of Nizhny Novgorod to Moscow’s east) with a 100,000 unit annual production capacity, and provide technical assistance until 1938. The joint venture was called NAZ (Nizhegorodsky Avtomobilny Zavod) and utilized the Ford logo. Production of Ford Model A cars and Model AA light trucks began in 1932. A Model AAA 6x4 truck was produced from 1934. In 1933, the joint venture’s name changed to GAZ (Gorkovsky Avtomobilny Zavod). .

Fleet Owner / September 19, 2014 The ABC News 20/20 program plans a television expose on the risks posed by trucks drivers operating their rigs when sleep deprived. Out on the road, one trucker says many companies put unrelenting pressure on drivers to make sure loads are delivered on time. “Driving a semi-tractor like this, any small mistake can take a life,” Abe Attallah, 28, from the Detroit, Michigan area, told ABC News’ “20/20.” Watch Fearless Trucker Save the Day After Fiery Highway Crash Truck Driver Lays Down the Law to Police Trooper Tracy Morgan Crash Puts Spotlight on Tired Trucker Dangers Tight deadlines can mean more hours behind the wheel with fewer opportunities to rest, and drivers are only paid when the wheels are rolling. “You know, we are the most familiar and generally the safest people to drive next to on the road,” Attallah said. “But there are the circumstances where companies and drivers will put money ahead of safety.” Watch the full story on ABC News' "20/20" on Friday, Sept. 19 at 10 p.m. ET. Log books are used in order to verify that a trucker is not spending too much time behind the wheel. According to Attallah, some drivers simply resort to falsifying their log books so they can stay out on the road. “There is a lot of drivers out there who purposely break their logs and, you know, manipulate the log books to get more miles in the day,” he said. “They’ll show themselves sleeping, [but] then they are really out on the road.” But modifying these log books can have tragic consequences. This July, a speeding trucker in Illinois crashed into three vehicles, killing five people. The truck driver was charged with falsifying his log book. Prosecutors said he had actually been on the road for 12 straight hours. In another Illinois crash this year, a toll worker was killed and a state trooper was seriously injured by a trucker who had been up for 36 straight hours. The trucker was also accused of falsifying his log book. But there may be no clearer example of the pressure that truckers face to stay out longer on the road than what Attallah said happened to him last February. In the dead of night, Attallah was hauling a load of tomatoes to Wisconsin. About four hours into the nearly 400-mile run, Attallah said he started having trouble staying awake and was drifting into what truckers call, “microsleep.” “Basically, your eyes are open. Your hands are on the wheel, but your brain shuts off for three to four seconds,” he explained. Attallah said the reason he was so fatigued was that he had too much time off before the run. Federal law mandates that truckers get a rest period of 10 hours between jobs. But after coming off a mandatory break for 10 hours where he slept well, Attallah said his company gave him a short haul job that Attallah said only took one hour. He said his company then told him to immediately take another 10 hours off. After having slept during his first 10-hour break, Attallah said he couldn't go back to sleep during his second break. “I am not a robot. I don’t have an on and off switch, you know?” he said. The schedule was disastrous for his body clock, which is why he was so exhausted on his overnight run to Wisconsin, Attallah said. Worried he might cause an accident, he pulled into a truck stop and called his company dispatcher, which he caught on a video that he later uploaded onto YouTube. “I've only got a couple hours of sleep. I've been awake too long. I can’t drive no more,” Attallah can be seen telling the dispatcher in the video. http://abcnews.go.com/US/danger-forcing-truck-drivers-drive-sleep-deprived-exposed/story?id=25544862

Transport Topics / September 19, 2014 Systems that maintain sleeper cabs’ temperatures and “hotel loads” through use of fuel-cell technology and compressed natural gas are among new products being launched by Espar Products Inc. Fleet interest in systems that can maintain those temperatures while minimizing fuel usage and emissions is increasing. “There are plenty of technologies available that can bring fuel savings to the trucking industry,” said Volker Hohensee, president of Espar’s North American vehicle heaters and climate systems division. Hohensee met with TT days ahead of the planned public launch of Espar’s new diesel fuel-cell auxiliary power unit, which is slated to be unveiled at the IAA Commercial Vehicles show in Hanover, Germany, on Sept 24. The system converts diesel fuel first into hydrogen, which then is converted to electricity. The diesel fuel is pulled from the trucks’ onboard tanks, but the system otherwise functions separately from the truck’s engine, thus removing drain from the vehicle’s electrical system, the company said. Espar said the system also offers a 90% reduction in particulate emission versus a diesel-powered auxiliary power unit. Hohensee said the system emits water and “a little bit” of carbon dioxide. The company will first target original-equipment manufacturers with the technology, but Hohensee believes there may also be an opportunity for the technology in the off-highway market. He also acknowledged that OEMs “might be difficult to convince.” Espar’s vice president of OEM sales, Edward Hart, said that some manufacturers lack the engineering capacity to integrate the system with their vehicles right now. “The OEMs have seen it, and they are all interested,” he said. “The dollars just are not there right now.” Espar has a strong foothold with OEMs with its fuel-operated cab heaters, with supply agreements in place for Freightliner, International, Peterbilt and Kenworth trucks, and also with Thermo King. To this mix it is adding a new line of heaters powered by natural gas, a move that Hohensee said responds to the fuel’s growing popularity. “The [natural-gas] trucks are increasing in numbers due to the [low] fuel cost and also the environmental impact,” he said. “Large fleets are going in this direction.” The company’s Airtronic NG Commercial is designed for commercial vehicles that run on compressed and liquefied natural gas. Like the fuel cell, this system also draws from the truck’s onboard fuel supply. Espar is also launching an idle-management system that monitors vehicle operations and makes adjustments based on conditions. The GRIP (Governor to Reduce Idle and Pollution) system relies on battery power to maintain engine and cab temperatures, and will switch to engine power only to replenish the battery, Hohensee said. “It checks engine temperature, battery voltage and cab temperature, and will start the engine only when necessary,” he said. The company is also rolling out a new series of mobile refrigerated containers. The Mobile Flex Cool lineup is available in a variety of configurations with sizes up to 242 gallons, and can maintain cargo temperatures as low as 14 degrees below zero, Hohensee said. The product is tailored to customers that “do not need a fully insulated van,” he said.

Bloomberg / September 20, 2014 The U.S. Federal Motor Carrier Safety Administration was sued by a coalition of groups seeking to force the agency to issue stiffer rules for training entry-level truck drivers. Regulators have missed multiple deadlines set by two laws passed by Congress since 1991, according to the complaint filed by Advocates for Highway and Auto Safety. The group is asking a judge to force the agency to propose regulations establishing minimum entry-level training requirements for commercial vehicle operators within 60 days. “People are dying needlessly while the agency drags its feet,” Henry Jasny, the Washington-based watchdog group’s general counsel, said in a statement. U.S. lawmakers are considering ending federal rules governing the work and rest schedule of long-haul truck drivers. Fatalities in large-truck crashes have increased in recent years, despite a drop in total motor vehicle deaths, the advocacy group said. The FMSCA issued a rule in 2004 that requires 10 hours of classroom work on topics including driver wellness and hours of service. That rule is inadequate because it doesn’t require training for entry-level drivers on how to operate commercial vehicles, according to the complaint. Marissa Padilla, a spokeswoman for the FMSCA, said in an e-mail that the agency is working to improve on the current rule and “implement entry-level driver training that includes behind-the-wheel instruction for operating large trucks and buses.” She declined to comment on the lawsuit. Advocates for Highway and Auto Safety is seeking a court order requiring the agency to issue a final rule within 180 days. The organization filed its complaint with the International Brotherhood of Teamsters and Citizens for Reliable and Safe Highways, a truck safety advocacy group that includes crash survivors. The case is In re Advocates for Highway and Auto Safety, 14-1183, U.S. Court of Appeals, District of Columbia (Washington).