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Diesel News Australia / September 19, 2014 It’s been just over nine months since Penske Commercial Vehicles took over the business of importing Western Star, MAN and Dennis Eagle trucks and buses into Australia. At the time, it was clear, Roger Penske was not going to stop there. If the one of the world’s largest automotive dealership groups, Penske Automotive Group, was going to engage with the Australian market it was bound to be on a much larger scale. We have already seen the introduction of the Penske Truck Rental operation, but now negotiations to expand the operation are beginning to come to fruition. Some events this week were predicted by many after news of the arrival of Penske in Australia. This week has seen the announcement of the acquisition of MTU Detroit Diesel Australia by the Penske Group. It was purchased from the company’s distribution partners, Daimler and MTU Friedrichshafen. The operation runs a network of branches throughout Australia, New Zealand and the wider Pacific region. “MTU Detroit Diesel Australia represents some of the most innovative and well-respected brands in the industry, including MTU, Detroit Diesel, Mercedes-Benz Industrial, Allison Transmission and MTU Onsite Energy,” said Roger S Penske, Chairman of the Penske Automotive Group, when announcing to acquisition. “As we considered opportunities to grow and enhance our business in Australia, New Zealand and the Pacific, coupling engine and power systems with our existing Western Star, MAN Truck and Bus and Dennis Eagle truck distribution business provided an opportunity to scale our existing operations in an efficient manner.” Another of Penske’s passions is the car racing business, he has long been a major player in the motor racing world in North America. Starting off as a driver in 1958, Penske Racing has been involved in both Indy Car and NASCAR competitions, winning many championships on the way. Penske’s arrival in Australia meant involvement in V8 Supercars would be bound to follow. The second news event of the week has seen Team Penske announce its partnership with an icon of the Australian motor racing scene, Dick Johnson Racing. The team will compete in the 2015 V8 Supercars Championship with Marcos Ambrose returning, after nine years competing in NASCAR, to the sport as a driver for the renamed team. DJR Team Penske will compete with Ford Falcons and Ambrose, already twice V8 Supercars champion, will be behind the wheel of the No 17 Ford for DJR Team Penske. This week has also seen John Crennan, who recently resigned from management of the Nissan V8 Supercar team, taken on by Penske as a consultant. Crennan is expected to be involved in strategic planning for the Penske organisation as it engages further with the Australian market. Watch this space.

Wall Street Journal / September 18, 2014 Swedish truck maker Volvo’s August truck deliveries fell 8% compared with the same period last year, mainly as a result of lower deliveries in Brazil and in France. Volvo Group, which makes trucks under the Volvo, Mack, Renault Trucks and UD Trucks brands, delivered a total of 11,809 vehicles in August, compared with 12,864 vehicles in the same month in 2013. On a regional basis, August deliveries declined by 42% in South America and by 19% in Europe, while deliveries in North America increased by 22%. For the group's Volvo branded trucks, deliveries declined by 9% to 6,939 vehicles compared with the same month last year. In Europe, deliveries were down 10%, while deliveries in South America dropped 40% compared with August 2013. Demand in North America continued to be good, the company said. Volvo brand deliveries increased by 31% to 2,246 vehicles in comparison with the same period last year. Deliveries for Volvo’s Mack brand totaled 1,793 vehicles in August, a 4% increase compared with August 2013. Volvo’s Renault Trucks brand delivered 1,475 vehicles in August. Deliveries of heavy trucks declined by 35% to 853 trucks compared with the same month a year earlier. The decline was mainly a result of fewer deliveries in France, the company said. Deliveries of light duty trucks increased to 446 trucks, up by 8%. In August 2014, UD Trucks delivered 1,602 trucks, an increase of 4% compared with August 2013.

Press Release / Eindhoven At the IAA 2014, which is being held in Hannover from 25 September to 2 October, DAF introduces an extremely quiet CF for urban distribution during the evening and at night. The CF Silent will be available from the beginning of 2015. DAF developed the CF Silent for urban distribution during the evenings and at night. When the CF Silent is set to its special 'Silent mode', the noise level is no more than 72 dB(A), which means that the CF complies with the conditions for certification as a Quiet Truck and enables goods to be loaded and unloaded in areas where evening, night-time or early morning noise restrictions apply. The new DAF CF Silent is equipped with a 10.8 litre PACCAR MX-11 Euro 6 engine with ratings of 210 kW/290 hp to 320 kW/440 hp and that is already well-known for its low noise levels. There is a special 'Silent' button on the dashboard. If it is pressed, the engine software switches to a programme that limits the torque and engine speed. Gears are changed at lower engine speeds then. The encapsulation of the gearbox also contributes to the noise reduction. DAF will supply the extra quiet CF distribution truck from the beginning of 2015 as a 4x2 rigid and tractor, with the option of a Day Cab, Sleeper Cab and a Space Cab and, of course, a wide range of wheel base options. .

Concrete Products / September 17, 2014 Closing on the second of two asset transactions with Navistar, Specialty Truck Holdings has established a new identity for its concrete truck brand, Continental Mixer Solutions, LLC, paralleling the creation of EZ-Pack Refuse Hauling Solutions, LLC after the first deal. Specialty Truck Holdings will expand product offerings, manufacturing capacity, and its distribution network, affording customers “unparalleled access to technologies across both market segments.” With production in Houston and Cynthiana, Ky., the businesses will each operate under McNeilus Cos. veterans. “I’m excited to work with an organization that is focused on the customer—not just at the point of sale, but throughout the product’s life cycle with aftermarket service and support,” says newly appointed Continental President Frank Busicchia, who has 20-plus years in the ready mixed industry. “We will continue to support customers with a strong manufacturing base in Houston, as well as with expanded capacity in [Kentucky].” His EZ-Pack counterpart, Matthew Walter, has worked with truck bodies and heavy-duty chassis for more than 15 years, and will oversee a business that has excelled in integrated, compressed natural gas power solutions.

Navistar had acquired Continental in 2009, but sold off both the EZ-Pack unit earlier this year, and now the mixer unit. In May, Boston-based Overall Capital Partners and Denver-based Pine Street Growth Partners acquired E-Z Pack Manufacturing from Navistar and said they would operate the business as E-Z Pack Refuse Hauling Solutions, LLC. Pine Street is also a principal owner of Waste Equipment and Parts LLC, one of E-Z Pack’s largest dealers.

Trailer/Body Builders / September 17, 2014 Commercial Specialty Truck Holdings LLC has acquired the assets of Continental Manufacturing Company, producers of concrete mixers. Commercial Specialty Truck Holdings produces the EZ-Pack line of refuse bodies. The company plans to retain the Continental brand by manufacturing mixers under a separate company-- Continental Mixer Solutions, LLC. Continental has been serving the ready-mix industry since 1982. Products include the Bridge Saver and Express rear discharge models. With manufacturing operations in Houston, TX and Cynthiana, KY, Specialty Truck Holdings will expand product offerings, manufacturing capacity, and its distribution network. The combined companies will offer customers additional options and access to technologies across both market segments. Specialty Truck Holdings also announced that two experienced industry leaders, Frank Busicchia and Matthew Walter, are joining its management team. Frank Busicchia has been named president of Continental Mixer Solutions LLC. Busicchia has more than 20 years of experience in the ready-mix industry, both domestically and internationally. Matthew Walter, named president of EZ-Pack Refuse Hauling Solutions, has worked with bodies and chassis for more than 15 years.

Heavy Duty Trucking / September 16, 2014 Peterbilt is offering a new right-hand stand-up configuration of its cab forward Model 320 truck. The Model 320 is now offered in left-hand, right-hand, and dual drive with right hand stand-up configurations. It was redesigned for last year with a ProBilt interior featuring better fit and finish, as well as enhancements to operator comfort, productivity and safety. “Customers engaged in curbside refuse collection who prefer this type of configuration will now enjoy the many advantages of the Model 320’s best in class operating environment,” said Robert Woodall, director of sales and marketing for Peterbilt. The right-hand stand-up drive option adds several new features including: - Convenient array of controls and displays, including the selector switch to activate the right-hand drive station. - Lowered entry step for ease of entry and exit. - Angled steering column for better ergonomics and driver comfort. - Large upper and lower side-door windows for excellent visibility. - HVAC and radio controls in the header of both the right and left-hand stations. - Multi-function turn stalk. - Easy to reach door handle - Pivot-style seat for easier stowage during stand-up operation. Peterbilt also offers a range of natural=gas-powered refuse vehicles, including the Models 320, 567 and 579. The Model 320 with right-hand stand-up drive is currently available for order. http://www.peterbilt.com/resources/Truck%20Sales%20Sheets/320_Sales_Sheet.pdf .

Automotive News / September 16, 2014 Penske Automotive Group Inc. today said it is buying a company that distributes diesel and gasoline engines and power systems in Australia, New Zealand and the Pacific markets. Penske will buy MTU Detroit Diesel Australia, which distributes engines and power systems to trucking, mining, power-generation, construction, industrial, rail, marine, agriculture, oil and gas and defense industries. The deal is expected to close in the fourth quarter and contribute an estimated $225 million to $250 million in annualized revenue to Penske. Terms were not disclosed. “As we considered opportunities to grow and enhance our business in Australia, New Zealand and the Pacific, coupling engine and power systems with our existing Western Star, MAN Truck and Bus and Dennis Eagle truck distribution business provided an opportunity to scale our existing operations in an efficient manner,” said CEO Roger Penske. Penske Automotive bought commercial vehicle distributor Western Star Trucks Australia from Transpacific Industries Group in 2013. Western Star Trucks Australia distributes Western Star, Dennis Eagle and MAN medium- and heavy-duty trucks through more than 80 independent dealers in Australia, New Zealand, Indonesia, the Philippines and Papua New Guinea. Penske will acquire MTU-DDA from its two primary distribution partners, Daimler AG and MTU Friedrichshafen, which is an affiliate of Rolls-Royce Power Systems. MTU-DDA will continue to be a strategic distributor of Rolls-Royce Power Systems and Daimler in the region.

Heavy Duty Trucking / September 15, 2014 TRW Automotive Holdings Corp. on Monday announced it has entered into an agreement with ZF Friedrichshafen AG of Germany in which ZF will acquire all outstanding shares of TRW, based in Livonia, Michigan. The transaction will create one of the world’s largest companies in the vehicle supplier business, with combined sales of approximately $41 billion and 138,000 employees, according to a release. “The combined company will be well positioned to capitalize on favorable megatrends in the automotive industry by bringing together complementary product offerings and leading technology positions that serve high-growth areas such as fuel efficiency, increased safety requirements, and autonomous driving,” the announcement said. ZF is a major player in driveline and chassis technologies for both the passenger and commercial vehicle arenas, while TRW is a significant supplier of active and passive safety technologies, including advanced driver assistance systems. ZF says TRW will be operated as a separate business division. No decisions about management responsibilities for the TRW business have been made yet, according to ZF. The purchase price is $105.60 per share in an all-cash transaction valued at approximately $13.5 billion. According to the announcement, that represents a premium of approximately 16% and 15% over TRW's closing stock price of $91.40 on July 9, the day before it confirmed it received the offer, and all-time high price of $91.62 on July 7, respectively. The deal is still subject to regulatory approval and is expected to close in the first half of next year. TRW’s Board of Directors and ZF’s Supervisory Board and Management Board have unanimously approved the agreement.

Driving the new Western Star 5700XE Truck News / September 15, 2014 The only thing more exhilarating than the view of the Nevada desert over the hood of my Western Star 5700, was the view of another Western Star 5700 in my West Coast mirrors. This is a truck that when seen from the exterior will steal your attention for more than a moment. And yet it’s also a truck you can feel good about owning and operating, because it’s a Western Star that can finally compete with other aerodynamic models in terms of fuel efficiency. Still, Western Star designers stayed true to the brand’s heritage by creating a truck that looks nothing like the others that comprise this segment. If you were to trace the outline of the various fuel-efficient models on the market today and leave the insides blank, it would take a discerning eye to differentiate them. The same cannot be said of the 5700XE, which somehow manages to eschew the rounded, jelly bean-styled design of other leading models while attaining fuel economy that the EPA considers good enough to place within the same bin as the others under its greenhouse gas emissions program. T-shirts worn by Western Star people at the truck’s launch declared the 5700 brought an edge to aero, which is an appropriate tagline for this truck. After a high-profile launch before more than a dozen trucking industry journalists in Sin City, I was fortunate to have the opportunity to stay behind and put the truck through its paces over a two-hour journey in and around Las Vegas. The 5700 I drove had a 72-inch sleeper, an EPA13 Detroit Diesel DD13 engine rated at 455 hp/1,550 lb.-ft. and the DT12, 12-speed direct drive automated manual transmission. This is the integrated Detroit powertrain that the company says will provide a significant portion of the fuel savings customers will see from this truck, compared to previous Western Star vehicles. They’ve opted to make the truck available only with Detroit power and no other automated manual will be offered. Yes, there’s a risk some Cummins loyalists may be unhappy with this decision, but Western Star officials are confident enough in the product that they feel demand for the new truck will be such that customers will accept the Detroit powertrain and then become converted, once they experience its efficiency and performance. Aside from the Detroit powertrain, further gains come from the redesigned front end, which better directs airflow over and around the cab. Interestingly, this is the same base cab you’ll find on traditional Western Star models, including its vocational offerings. The Western Star cab is known for its steep windshield, which is not exactly conducive to aerodynamics. However, engineers discovered ways to help assist the air up over that windshield. The most visible of these enhancements is a kick panel on the hood, just before the windshield, that directs air up and over the cab. This air ramp, if you will, doesn’t impact visibility over the hood as long as your seat is properly positioned. The front bumper has been redesigned to keep air from getting caught up in the wheel wells. Two end sections dubbed ‘fangs’ (yes, even the bumper end caps on this truck have attitude) reduce wind resistance without detracting from the truck’s unique look. The Western Star 5700 has a distinctive face that’s unlike any other truck in the marketplace. The raised center section of the hood has been carried over and this section on the truck I drove was painted matte black, reducing glare off the hood. The sun visor has also been kept, which helps direct air over top the roof cap. Other aerodynamic improvements come in the form of fairings and flares that encourage air to flow to where it will provide minimal disruption to the vehicle’s forward progress. Inside, this truck is unmistakably a Western Star. The most notable upgrade is a redesigned wood and leather steering wheel with controls placed at the driver’s fingertips, which allow the driver to scroll through the information on the driver display, flash the marker lights or to control the cruise, Bluetooth, radio, etc. However, while other models have transitioned to a more automotive-styled driver environment, the 5700 is pure truck. The signal light stalk is heavy, the gauges large and the dash has a classic, driver-friendly layout. The driver display area is small compared to other models, which limits the likelihood of distraction and also helps retain the classic look of the interior. Western Star has brought over from the vocational segment some serviceability features, including easy access to the fuse panels and power distribution module, which can be accessed from the passenger seat by simply removing four bolts. The entire panel can be pulled out from its home here for easy serviceability – a vocational feature that technicians will appreciate just as much on an on-highway tractor. The 5700 uses the same honeycomb-style sleeper cab that’s offered on its previous models. Its lightweight construction means the 5700’s total weight compares more favourably to other aero models as the sleeper size increases. There has always been a perception that the Western Star is a heavy truck due to its steel cab, however the truck I drove weighed in at a very respectable 17,500 lbs and that was with disc brakes and that 72-inch sleeper. The Western Star 5700 provided an exceptionally steady ride, particularly while cornering, an attribute that stems in part from its wide cab mounts. It was comfortable to drive, particularly with the DT12 automated transmission. There are some surprisingly steep grades outside Vegas, including a long 6% climb near Summerlin, which tested the DD13. It was up to the challenge, though I bet many Canadian customers will opt for the DD15, which will net better fuel economy when you’re running the hills. Climbing that long 6 percenter, I was able to employ the kick-down feature available on the DD13/DT12 combo, which when the pedal was depressed to the floor dropped a gear and provided a little extra torque to manage the climb. The DT12’s paddle shifter allowed me to drop a gear or activate the engine brake without reaching to the dash. Another nice feature available on the Western Star 5700 is Meritor Wabco’s OnGuard collision mitigation system. I’ve experienced it before, but not in heavy traffic such as that I encountered returning to the city. When in cruise control OnGuard measures the distance to other vehicles in front of the truck and applies the engine and service brakes as necessary to maintain a safe following distance. It took some getting used to, before I was willing to really trust the system but after a few miles of interacting with heavy traffic I found I was able to place my trust in the system and let it do its thing. OnGuard seems to have been dialed in; it didn’t overreact to vehicles that momentarily cut into my personal space, as long as those vehicles were moving faster than I was and quickly got out of my way. When cruise isn’t set, audible warnings will alert you to potential danger but it’s up to the driver to adjust his or her speed as necessary. OnGuard is a really nice option to have, especially in traffic. My daytime drive didn’t give me the opportunity to check out the improved lighting system offered in the 5700 but officials claim a new projector beam headlight design provides much better nighttime visibility. I know they look good from outside; we got a sneak peek at the 5700 after dark and the headlights ensure you can identify this truck even when it’s dark out. A thin LED accent strip along the top and outside edges of the lamp give it a distinctive appearance. Only a handful of 5700s have been built and it was exciting to be among the first to drive one. Now the race is one to see who’ll be the first to own them. This is a truck that will stand out on the highway and separate its owners from the herd. Production is scheduled to begin next April and will ramp up over the summer. When it comes to design and drivability, the Western Star 5700 hit not just home runs, but grand slams. If its fuel-efficiency comes in on target and it’s priced right, this truck may finally allow the brand to break through into the on-highway tractor segment in a big way.

Australasian Transport News / September 16, 2014 Despite offering no definitive statements, Navistar signals intent to bring the International brand back to Australia. Is the International brand set to return to the Australian market? This was the question on everybody’s lips during a media pow-wow at Navistar’s Lisle headquarters on the outskirts of Chicago recently. And while it remains the burning question, and one without a definitive answer, it could also be said that International never really quite left. Iveco’s love affair with International may have wound up in 2010 but the company still has the licensing rights to the brand until 2017. And a Cat-branded International product was launched locally just as the last of the Iveco-manufactured Internationals rolled off the Dandenong line. However, Cat Trucks has made slow, albeit steady, inroads into the Australian market especially outside the yellow engine heartlands of Western Australia and South Australia. On one hand the speed of local product development has been impressive, with the growing model range showing outstanding drivability under Australian conditions. But on the other hand is a customer base that remembers being left in the lurch by Caterpillar’s abrupt departure from the truck engine business. It is something Navistar senior vice president and managing director Tom Clevinger acknowledges, especially when it came to the timing of the launch of the Cat truck business which came hot on the heels of Caterpillar’s withdrawal from the truck engine market. "When we turned up with a Cat branded truck people said I don’t want anything to do with it, you left the engine business you’re on your own," Clevinger says. But speaking of International and Australia, Clevinger says: "We do currently sell International product in Australia and New Zealand." He is referring to the low volume distribution agreements Navistar presently has for off-highway trucks in Australia and some on-highway models in New Zealand. "But we’re looking at opportunities on both sides," Clevinger says. On the issue of International returning to Australia as a factory backed entity, Navistar group vice president of product development Denny Mooney is playing it cool. "In our product planning process we haven’t made any final decision," he says. "That doesn’t mean that we aren’t considering it or even strongly considering it. Everybody in this room understands the strong history of the International brand in Australia." Mooney himself is no stranger to Australian shores, having had a stint out here as chairman and managing director of Holden in the mid-noughties. Navistar executive and board member Eric Tech is also coy about being drawn on the possible return of International to Australia, but has made the stronger statements on Navistar’s intent. "We have to be sensitive to our partner (Caterpillar) and the contractual arrangements we have with them but, we’re proud of our brand and we’re proud of our brand equity in Australia," he says. "As a part of our planning process going forward we’re going to see how we can leverage off that in your (Australian) market and how we can build on that." Tech is keen to talk about Navistar’s global inroads in South America and China while praising the Cat truck business down under. Clearly there are sensitivities to take into account when it comes to talking about the old NC2, the new Navistar Auspac and Navistar’s relationship with Cat. The Cat brand also sells in North America in off-highway vocational roles so clearly there’s a lot to be mindful of. In fact NC2, the initial joint venture between Navistar and Caterpillar (now a licencing agreement) has worked well in the US as the Cat CT660 is an off-highway vocational product. This means existing Cat equipment customers are also buying trucks from their Cat dealer. In Australia much of the Cat dealer network has had to try and learn the on-highway truck business with varying degrees of success. The return of an on-highway International product will give Australian customers the option of using a Cummins power plant, which given the rapid local uptake of the Cummins ISXe5 in other brands will finally give International a fleet truck for the Australian market. And that is where the numbers lie. While no definitive statements have been made it is clear the intent to bring the International brand back to life in Australia is there. Reading between the lines it seems that it’s more a case of "if" rather than "when" International re-emerges in Australia.

I find it odd that Daimler kept the truck roped off, preventing the media from touching or looking inside the truck (and taking any pictures of the interior).

“We want this truck to be better-looking than anything else out there.........” Western Star General Manager Michael Jackson told editors and reporters. This is the most hideous looking monstrosity I’ve seen in years (What were they thinking?). Navistar should be happy though, as the 5700XE allows their Lonestar to move up a notch from worst looking to second worst looking heavy truck in America.

Western Star adds an aero highway tractor Fleet Owner / September 11, 2014 Best known for its vocational and heavy-haul Class 8 models, Western Star Trucks is expanding into the aerodynamic on-highway market with an all-new model. Shown publically for the first time at a press conference here, the Western Star 5700XE combines the fuel efficency of an aerodynamic package and optimized drivetrain with styling that echoes the brand's more traditional image, according to the company. With less than 3% U.S./Canadian market share in Class 8, Western Star is a relatively small truck maker, but as part of Daimler Trucks North America, it had access to its parent company's advance powertrains and aerodynamic expertise in developing the new model, according to general manager Michael Jackson. The result is a new tractor with styling quite distinct from other aerodynamic trucks on the market combined with the most efficient integrated Daimler powertrain technologies, he said. Daimler's Detroit will supply the 5700XE's three engine displacement choices -- the DD13, DD15 and DD16 with ratings up to 600 hp. The standard transmission for all three engines will be the Detroit DT12 automated manual transmission, although buyers will be able to spec an Eaton manual transmission as an option. The 5700's standard axles will also be supplied by Detroit, although Meritor drive axles will be available as options, and the only suspension offered will be Daimler's Airliner air suspension. The new 5700's most fuel-efficient powertrain will combine a new version of the DD15 that generates 400 hp and 1750 lbs. ft. peak torque at 1300 rpm. Combined with a specially calibrated DT12 transmission and final gear ratios of 2.41 for a 6x4 Detroit rear axle or 2.28 for a 6x2, that highly integrated powertrain will deliver up to a 15% fuel efficiency improvement over Western Start's current on-highway 4900FE model, according to Brad Williamson, DTNA's manager of engine and component marketing. Williamson added that starting in 2015 all DT12 transmission will have a new intelligent powertrain management system that uses 3D mapping and GPS to look up to three miles down the road so it can automatically adjust engine and brake performance to maximize fuel efficiency. Characterizing the 5700's styling as "edgy," Western Star dir. of marketing Ann Demitruk said that design elements like sharp edges along its fenders and bumper endcap "fangs" not only provided its distinctive look, but also added to the new truck's overall aerodynamics. "The rounded aero look didn't fit Western Star's iconic look," said senor designer Don Vena. His team retained the brand's traditional "motorcycle fenders," but added angles and edges to better manage airflow. Similarly they kept the traditional rectangular headlight shape, but fitted them with projector lamps and LEDs for improved visibility. While the design team brought in customers to critique their ideas, the engineering team refined them in DTNA's full-sized wind tunnel, according to Jesus Gomez, dir. of engineering. Looking at wind coming from a wide range of angles, the design and engineering teams achieved an average 12% reduction in drag compared to the 4900FE, he said. Western Star's 245 dealers will begin taking orders for the new 5700XE in the Fall. Production at DTNA's Cleveland, NC, truck plant is schedule to begin next March or April, according to Jackson. .

Fleet Owner / September 11, 2014 Sensing that its core customer group of small and medium-size fleets is now buying more trucks, Daimler’s Western Star unit launched a new highway tractor offering improved fuel efficiency while maintaining the brand’s classic styling. The company’s new 5700XE — the XE stands for “extreme efficiency” — was unveiled at a Sept. 11 press event in this Las Vegas suburb, with executives for the original equipment manufacturer saying they will start taking orders “this fall,” begin limited production around April 1 and full production around July 1. Western Star will offer in-house powertrain options from Daimler’s Detroit components subsidiary, including three Detroit DD-series engines, the Detroit DT12 automated manual transmission and Detroit-brand axles. While the truck is available only with the Detroit engines — engines from independent manufacturer Cummins Inc. are not offered — Western Star will offer choices with other powertrain components. “We want this truck to be better-looking than anything else out there, but also for it to have great fuel efficiency,” Western Star General Manager Michael Jackson told editors and reporters. Jackson said the 5700XE will give his brand access to more truck buyers across the United States and Canada as the OEM tries to increase market share. “We’ve been strong where we played, but they have been extremely small, niche-y segments,” marketing director Ann Demitruk said. She said the 5700XE will allow the OEM to broaden its appeal. The truck will be produced at Daimler’s Cleveland, North Carolina, plant. Western Star is based in Fort Mill, South Carolina. The 5700 can be used in a variety of over-the-road applications, including longhaul truckload, less-than-truckload and bulk or refrigerated transport, the company said. Pictures: http://www.ttnews.com/articles/basetemplate.aspx?storyid=35992&t=Western-Star-Unveils-5700XE For reasons unknown, Western Star (Daimler) has pulled the original 5700XE video and replaced it with the one below. .

Australasian Transport News / September 5, 2014 http://www.fullyloaded.com.au/truck-reviews/1409/video-review-mack-super-liner-mp10/

Fleet Owner / September 10, 2014 Snap-on has released a new impact socket designed specifically for Mack and Volvo trucks. The ½ in. drive 14 mm 6-point socket is designed for the installation and removal of the camshaft cap bolts on Mack and Volvo trucks with MP8 and D13 series engines. “The S6314 features deeper broach depth, which is critical to the application to accommodate the longer threads found on the camshaft cap bolts,” said Scott Amundson, product manager. “Snap-on customers will likely see an immediate increase in efficiency when using the S6314 because the flank drive grips the fastener on the flanks/flats, increasing torque by 15-20%, preventing the fastener from rounding and increasing the life of the socket.” http://public.snapon.com/a_prodannouncements_us/S6314_NPA.pdf

The “Metropol” city bus was the catalyst for a relationship between Mack Trucks and Scania that lasted for decades. Scania’s right-hand drive variant of the Mack C-50 city bus did not use the 165 horsepower Lanova principal pre-combustion chamber design (indirect injection) Mack END672 engine. Instead, Scania chose to use their own model D820 inline eight cylinder 11.3-liter 180 horsepower powertrain which benefited from the superior performance of direct fuel injection. Through an exchange agreement, Scania then provided Mack Trucks with their new open-chamber, direct-injection combustion system, resulting in the legendary Mack END673 “Thermodyne” engine. The direct injection END673 then quickly replaced the END672 incorporating Lanova pre-combustion chambers (energy cell combustion chamber). (In the early years, Mack Trucks’ early diesel engines including the ED519 and END672 utilized a Lanova design pre-combustion chamber design. Like Buda and others, Mack Trucks had purchased a technology license from Germany’s Lanova AG, led by the German engineer and Lanova concept inventor Franz Lang.) Thus, in essentially what was a technology swap, Scania provided Mack with their advanced proprietary open-chamber, direct-injection combustion design in return for Mack providing Scania with a modern municipal transit bus. Scania and Mack Trucks then went on to forge a unique and close relationship which provided benefits to both companies for many years thru the mid-1980s.

Heavy Duty Trucking / September 8, 2015 The Dodge 3500, 4500, and 5500 cab and chassis models are receiving several fleet-friendly options for the 2015 model-year, including a maximum speed limiter to help fleet managers reduce excessive speeding. The 2015 Dodge cab and chassis offers a maximum speed setting on all three models equipped with the 6.4-liter HEMI V-8 engine. Fleet managers can set the top speed at 60, 65, 70, or 77 mph to improve fuel efficiency and safety. (The National Fire Protection Association (NFPA) requires a 77 mph limit on ambulance, fire, and other rescue vehicles) Certain Dodge 4500 and 5500 models will also gain increased GVW ratings for 2015. A Max Payload Package offered on the 5500 equipped with a 6.4-liter HEMI V-8 adds a new torque converter to the commercial-duty Aisin AS66RC 6-speed automatic transmission. The package increases the GVW rating to 19,500 pounds on 84-, 108-, and 120-inch wheelbase models and 19,000 pounds on the 60-inch wheelbase. The Max Payload Package also increases the GCW rating to 26,000 pounds and equips the truck with a 4.88:1 rear axle ratio. Standard GVW ratings will increase on all 60-inch wheelbase 4500 and 5500 chassis cab trucks. The GVW rating for gasoline and diesel 4500 models will increase to 16,500 pounds, while 5500 models will increase to 19,000 pounds. Other options include ParkSense back-up sensors available for body-builder installations, and Dodge “Work Grade” vinyl seating. The Dodge 4500 and 5500 Chassis Cab models still top out with 6.4-liter HEMI V-8 and 6.7-liter ISB Cummins diesel engine options. The V-8 produces 410 hp and 429 lb.-ft. of torque while the diesel produces 325 hp and 750 lb.-ft. of torque. Dodge also offers a 5.7-liter HEMI V-8. The 2015 Dodge 4500 and 5500 Chassis Cab trucks carryover towing and GCW ratings from the 2014 model-year. The Dodge 4500 offers a maximum trailer weight of 24,650 pounds and a GCWR of up to 32,500 pounds. The Dodge 5500 offers a maximum trailer weight of 29,600 and a GCWR of up to 37,500 pounds. .

https://www.youtube.com/watch?v=_7Y-oS8_734#t=102

Australian Broadcasting Corporation / September 7, 2014 Eight men, including a police officer and four firefighters, were injured in an ammonium nitrate truck explosion near Charleville in Queensland's south-west, which police said was so powerful it "disintegrated" the truck, destroyed two firefighting vehicles and two bridges, and blew a hole in the Mitchell Highway. Two motorists who stopped to help were also injured and the truck driver remains in a critical condition with serious burns and head injuries in the Royal Brisbane Hospital. Two rescue workers remain in the Toowoomba hospital with serious internal bruising and damage to their ear drums. Shockwaves from the blast were felt by residents in nearby towns, and the local fire chief described the fact no-one died as "a miracle". The site of the explosion is still too unsafe for authorities to enter, Queensland Fire and Rescue Service (QFRS) says. A two-kilometre exclusion zone remains in place at the scene of the blast, which occurred after a truck carting more than 50 tonnes of ammonium nitrate crashed and rolled about 10:00pm (AEST) on Friday. "We still actually believe we've got a little pocket of ammonium nitrate burning, so that in itself, with the fumes that'll come from that burning process, still indicates we've got an unstable situation," said Tom Dawson, the Assistant Fire Commissioner for the south-west region. "It's going to be a very scientific call to say it is now stable, then we'll go about it very guardedly to go closer to determine the degree of safety. "We now believe a lot of the product is actually buried under earth." Assistant Fire Commissioner Dawson said the devastation from the explosion was immense. "We're talking up to two to three kilometres of damage to foliage, structures, the rail bridge, the bridge itself," he said. Police said motorists should avoid the area while specialist officers examine the scene. A 600-kilometre detour is in place. Workplace Health and Safety officers would conduct their own investigation into the explosion. The owner of the truck, Kalari, said it was deeply saddened that people were injured in the explosion and that their welfare was the company's priority. In a statement, Kalari said it had stopped the service route pending more information about the incident. The Queensland Trucking Association (QTA) said the road damage would cause big problems for the national transport and heavy vehicle industry, as the Mitchell Highway connected several states. "My understanding is they expect to have up - in a fairly short space of time - a side track, but that will only be suitable to motor vehicles; it will not be suitable to heavy vehicles," said QTA spokesman Peter Garske. "It could be quite some days before a route in and around the Mitchell highway for heavy vehicles [is available]. "It will conceivably be weeks or months before the infrastructure is properly restored to its original condition." Mr Garske said the accident was a warning to companies hauling dangerous goods. He said the extent of the damage would resonate in the industry. "It is a wake-up call to everybody in the industry - whether it is a heavy vehicle owner or whether it is a heavy vehicle driver or indeed the customers, the owners of the freight, the consignors the consignees - we all have a responsibility in the safe movement of heavy vehicles in Australia and the safe carriage of the freight," he said. Mr Garske said he had never seen an accident like it in Australia. "I have been involved in this industry for 20 years now and to my knowledge an incident of this type and this size has not occurred anywhere in this state and to the best of my knowledge Australia in that 20 years," he said. Firefighters said the damage and destruction caused by the truck explosion was rare. Assistant Fire Commissioner Dawson said trucks hauled dangerous chemicals and fuels on Australian roads every day and it was not a problem unless they crashed. "This product - and trucks like this very same truck - travel these roads every day," he said. "Every day they're out there and they don't go bang. "Something's happened to bring this truck in a situation, which has possibly mixed the product on the back of the truck - maybe with the diesel fuel, the impact of the initial [crash] when it goes off the road - so those circumstances have had more of a connection to the end result. "You'd be surprised - there's a lot of these trucks - they do it very safely and very effectively. "It's when they leave the road there is a problem." https://www.youtube.com/watch?v=6BmL-75BgRI#t=73

Eaton Stirs up Medium-Duty Market with Dual-Clutch Transmission Heavy Duty Trucking / September 5, 2014 Eaton is bringing a new transmission to the medium-duty market that boasts car-like drivability with full-manual performance, a design of 10 years or 400,000 miles, and 8-10% better fuel economy than a torque-convertor-equipped automatic transmission. The new 7-speed transmission, called Procision, features a dual-clutch design and electronic shifting that uses grade, vehicle weight and throttle input to provide optimal fuel efficiency and smooth, continuous delivery of torque to the drive wheels under all shift conditions. The Procision transmission will be available for order in mid 2015, Eaton says. Eaton's senior vice president and general manager of Commercial Vehicle Transmission business, John Beering, says the target customer of this transmission wants a truck he or she can climb into, turn the key and drive away, while still meeting the unique needs of the multitude of applications that use such a product. "Procision is a clean sheet of paper," Beering told a press gathering in Galesburg this week. "We took a hard look at what we had done in the medium-duty space in the past and we listened to the voice of the market that told us there were gaps they wanted addressed. This new dual-clutch technology addresses those gaps." The transmission itself is a 7-speed set up rated for up to 660 pounds-feet of torque with direct drive in 5th gear. The overall ratio is 10.13:1, with a ratio of 6.5:1 in first, right up to 0.64:1 in seventh. It weighs 364 pounds and will be available in 26,000- and 33,000-pound ratings. It also offers right, left and rear PTO positions. The key to the Procision transmission is the dual-clutch shifting technology. Eaton says the torque path to the drive wheels is not interrupted by the gear change, so the driver never feels any lag in power as he or she would with a traditional manual transmission -- even an automated manual. To the driver, it feels like a torque-convertor equipped automatic transmission. But the benefits of maintaining a constant gear mesh throughout the shifting sequence improve fuel economy significantly, especially in stop and go situations. There are two input shafts and two clutches, explained Jeff Carpenter, engineering manager for the Procision transmission. "Think of input shaft A linked to clutch A, and input shaft B linked to clutch B. While the transmission is in a particular gear, the next gear path is preselected in the unused clutch and input shaft. The shift is executed by transferring the torque path from one clutch and input shaft to the other, and that transfer of power is seamless. The driver will barely notice. From that gear, the next gear is preselected and the torque path shifts back to the first clutch, and so on. It's a closed-loop control system that significantly reduces slip and steady state losses associated with torque converter automatic transmissions.” The dual clutch module is fully contained within the transmission, hydraulically controlled and oil cooled for extended life. A five-spring damper is used to control torsional vibrations. The electronic controls are mounted on the transmission to reduce wiring and connector complexity, and the entire unit is fully sealed to eliminate contamination. Drivability Features While the base transmission remains the same, it can be electronically programmed to meet the specific demands of dozens of different applications, from a typical pickup and delivery operation or rental truck fleet to tow trucks and school buses. “Our customers had direct input on the features they want in a medium-duty transmission, and because of this real-world input, the Eaton Procision is smart from the word go,” said Joe Semaan, commercial vehicle segment director, Eaton’s Vehicle Group. “It is easy to tailor, which is key for fleet owners looking to put trucks on the road that best meet their business needs.” Regardless of the application, the Procision transmission features several performance enhancements not currently available with traditional automatic transmissions. Creep Mode allows controlled low-speed parking lot and loading dock driving without applying the accelerator. Forward and Reverse creep speeds are independently adjustable to allow a customized lower speed in reverse. Drivers can shuttle back and forth between forward and reverse without coming to a stop, and based on a brief test drive of the transmission, there's no hesitation when shifting between forward and reverse. "The creep speed is controlled by clutch slippage, not engine idle speed," says Systems engineer, Tony Stasik. "Customers can select the speed they want for creep mode and we control the clutch engagement accordingly. We have designed the clutches to do this, so it's not placing any undue strain or wear on the clutch." Because the engine and transmission are permanently linked, the truck won't free roll down a hill. And enough torque is transmitted through the clutch at idle, the truck can idle up a 5-8 percent grade without throttle application. This provides precise control for the driver in sometimes difficult terrain. Brake-pedal-actuated Tap Down Shifting gives the driver more control by downshifting on grades or other conditions without removing their hands from the wheel or eyes from the road. In Low mode, Automatic Grade Braking downshifts the transmission to help slow the truck on long, steep grades and increase brake pad life. “Because medium-duty customers rely on their truck day in and day out, reliability is key,” said Carpenter. “Our extensive reliability testing program takes into consideration a variety of geographies, vocations and duty cycles. We’ve put this transmission through things that an average customer would never experience.” Smart features such as Eaton Dynamic Shifting allow the transmission to automatically switch between economy and performance shift schedules based on mass, grade and driver demand. Base shift results are modified dynamically based on available torque, engine acceleration and grade. Economy and performance shift tables can be adjusted to tune an overall calibration to meet any customer’s specific needs. Eaton says the calibration flexibility is the most it has ever offered on a transmission. Optional and adjustable Hill Helper technology prevents roll back or roll forward for up to three seconds while on grades of up to eight percent, allowing for a controlled launch. With Procision, these features can be turned on and off using Eaton’s ServiceRanger software. Procision has three standard Power Take-Off openings. PTO functionality can be enabled via the ServiceRanger software by dealerships after purchase. Fuel Economy Advantage The Procision transmission features an optimized design that delivers 8-10% or greater fuel economy improvement over a torque converter automatic. The Procision is fully integrated with Cummins Vehicle Acceleration Management, which can be used in conjunction with Eaton Dynamic Shifting to reduce the impact of an aggressive driver on fuel economy. The optimized Urge to Move and Creep Mode provide an excellent balance of efficiency and performance. These features can be disabled for even greater fuel economy if desired. In addition, transmission load on the engine is actively reduced when the truck is stopped for increased fuel economy. Service Life and Maintenance Eaton Procision transmissions use a new synthetic transmission fluid which provides component protection while reducing maintenance costs. Maintenance intervals are extended to 150,000 mile lube and filter change intervals. The internal sump filter and electrical system do not require maintenance. “With the fuel efficiency and low maintenance costs, Procision transmissions promise to deliver the lowest total cost of ownership for any medium-duty transmission in the commercial vehicle market today,” says Beering. Eaton Procision transmissions carry a three-year/unlimited mile warranty, which covers the complete system including the dual clutch module, in commercial vehicle applications. School bus applications receive a five-year/unlimited mile warranty. Procision transmissions under warranty can only be repaired by an OEM dealer or an Eaton authorized fleet, both of whom will benefit from the simplicity of the product and keeping service revenue in their shop bays, Eaton says. “Customers told us that they wanted features that made their trucks easier to drive,” said Carpenter. “So we engineered a host of features that instill confidence and maximize efficiency for operators with routes on hilly, difficult terrain, or those who navigate tight turns and traffic as part of an urban route.” .

Volvo Penta doesn't make those V-8 gasoline engines. They purchase them from General Motors.

Press Release / September 4, 2014 Brazil’s rural fire brigades have purchased an additional twenty-five all-wheel drive Volkswagen trucks to enhance response times in hard-to-reach rural areas and forests including the country’s Amazon region. The fire department selected Volkswagen’s Worker Series model 15.210 4x4, which is similar in configuration to the units being sold to the Brazilian Army, because of their successful track record and all-terrain capability. The Brazilian Army is currently operating over 3,000 of the versatile model 15.210 4x4. Brazilian custom bodybuilder Flazec Specialty Vehicles and Components.was selected to upfit the trucks. (http://www.flazec.com.br/content.php?pagina=alongamento-de-cabines) "We're building a success story with our Worker 15.210 4x4s. Developed and manufactured in Brazil, that Volkswagen is another example of how a brand can be custom tailored to meet every need. The proven results attract other customers in search of quality assurance," says Ricardo Alouche, vice president of sales, marketing and after-sales at MAN Latin America. Volkswagen’s 15.210 4x4 was specially engineered to meet armed forces requirements, including the ability to carry five tons over cross country conditions. Specifications: MWM 6.10 TCA 206 hp / 657 N.m Transmission: FS5406A Transfer case: Marmon-Herrington MVG750 Driveline: Spicer SPL90 Front Axle: Marmon-Herrington MT11 Rear Axle: Meritor RS23-145 Axle Ratio: 5.29 Tires: 12.00R20 Curb Weight: 5,200 kg / 11,464 lb GVW: 15,000 kg / 33,069 lb .