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Press Release / September 4, 2014 While only 200 examples of the C50 Metropol were ever produced, this iconic bus model has become a cult classic in veteran vehicle circles. In May 1951, Scania Vabis tendered for the contract to supply 200 complete diesel buses to be used for suburban public transport in Stockholm. When Scania-Vabis was awarded the business the following July, this represented the biggest bus order in the company’s history to-date and marked the beginning of a new era for buses. The buses were manufactured in cooperation with the Mack Manufacturing Corporation, which had produced a similar bus model being used on New York streets. Scania-Vabis signed a licensing agreement with Mack Trucks and received exclusive manufacturing rights for Europe and distribution rights for the whole world outside of the USA. The C50 Metropol had room for a total of 80 passengers, including seats for 48. The doors were wide to allow for quick entry and exit. The buses were equipped with strong 200 hp engines, power steering and hydraulic automatic transmissions. A pleasant experience The Metropol became the first entirely Swedish-built bus with a monocoque body. And despite it being unusually long and wide for Swedish conditions, it was easy to manoeuvre through winding suburban streets thanks to its power steering and the extra wide deflection angle of its wheels. Metropol was also a pleasant experience for passengers. A new heating system kept the bus warm during the coldest Swedish winters and the bench seat at the back of the bus quickly became popular with young people. In 1953 and 1954, 200 buses were produced, all going into use in Stockholm’s public transport system. The model became an iconic addition to the Stockholm cityscape and served the city until the arrival of right-hand traffic regulations in 1967. The buses were then sold on to India. Today, two examples of the model remain, both in museums in Sweden. .

Heavy Duty Trucking / September 3, 2014 Eaton has confirmed that it's out of the diesel-electric hybrid business in North America, after government incentives and stabilizing diesel prices contributed to a market largely drying up. Jim Michels, global business communications manager for Eaton's vehicle group, told HDT on the eve of a press event at its facilities in Kalamazoo, Mich. "We are no longer selling hybrid units in North America," Michels said. "The reason we're not selling in North America any longer is there really isn't a market for those products. If the market comes back we'll re-enter." The market started drying up when federal credits expired, Michels explained. "We began to see a downturn in orders and it's progressively gotten lower and lower." Diesel prices that have stabilized as well as an increased interest in natural gas as an alternative fuel have contributed to the decline in demand. "On the flip side our hybrid business in China is doing fantastic," Michels said. "City bus is a huge opportunity for us in china, and same thing in Europe." Michels wouldn't speculate on what it might take to see demand increase enough to re-enter the market. "We stay close to our customers and obviously if we see customer demand starting to pick back up we'll get right back into it." Both Daimler Trucks North America and Kenworth recently told HDT they were no longer building any new diesel-electric hybrids because they could no longer get the systems from their supplier – Eaton. Other companies are venturing into the medium-duty commercial truck hybrid market, many with bolt-on conversion systems, including Odyne and BAE HybriDrive, and Hino offers a hybrid version of its Class 5 cabover. A hybrid history In 2002, Eaton announced it intended to become a primary supplier of hybrid-electric vehicle powertrain technology and products to the commercial vehicle industry. That year, FedEx Express chose three finalists - including Eaton - to participate in its search for a hybrid electric Class 4 step-van to become its delivery truck in 2004. By 2003, FedEx had chosen Eaton as the supplier and agreed to order 20 of the hybrids. In 2005, electric utility Commonwealth Edison announced it was testing new diesel-electric hybrid bucket trucks from International using Eaton's technology. In 2006, Paccar announced an ambitious goal of 30 percent improvement in vehicle fuel efficiency for selected medium-duty applications over the next seven years using hybrid technology as a key contributor, and Eaton was chosen to provide hybrid power systems for 50 step-van delivery vehicles made by International Truck and Engine and Freightliner Custom Chassis Corp., to be purchased by UPS. By spring of 2010, Eaton announced that it had more than 2,400 hybrid systems in use, with customers collectively accumulating more than 30 million miles of service throughout the world, and UPS expanded its alt-fuel fleet with the deployment of 200 next-generation hybrid electric delivery trucks in eight U.S. cities. The same year, Frost & Sullivan said that demand for hybrid trucks was expected to grow over the next six years across North America and Europe, especially in medium-duty, predicting the number of hybrid trucks being manufactured in North America and Europe would grow from 4,100 units in 2009 to 222,000 in 2016. In 2010, Frost & Sullivan predicted that by 2015, hybrids would represent 8% of all Class 6 to 8 trucks manufactured. However, as Frost & Sullivan's Sandeep Kar noted at the time, "Currently, the high upfront cost associated with hybrids is countered with federal grants, incentives, and tax rebates," said Kar. "Although such incentives offer relief in the short term, for hybrids to be commercially viable in the long term, the upfront cost difference should reduce considerably." That same year, T. Boone Pickens provided the keynote address during the National Natural Gas Vehicle Fleet Summit on the eve of the Mid-America Trucking Show and touted his Pickens Plan and converting the commercial trucking fleet to natural gas to reduce dependence on foreign oil. By mid 2012, Eaton was addressing the issue of return on investment, announcing enhancements it said would increase the fuel economy, performance and payback of its hybrid drive system for commercial trucks, including a new high-capacity battery. The same year, a report from Indiana University's School of Public and Environmental Affairs said the fuel savings and environmental benefits from medium-duty diesel-electric hybrids might not be enough to recover their higher investment costs. .

Fleet Owner / September 4, 2014 Stemco has released a new line of CentriFuse HD (heavy duty) brake drums for severe service applications. CentriFuse HD brake drums provide up to double the service life of full-cast brake drums, Stemco said. They are designed to increase performance and safety for both on- and off-highway use, including logging, concrete, dump and refuse hauling. The drums feature an alloy braking service and steel jacket technology and are rated to 26,000 lbs. per axle. They include a 3-year warranty and weigh between 100 and 111 lbs. each, depending on size. “Stemco is committed to making the roadways safer, and we developed the CentriFuse HD brake drums based on extensive analysis of our customers’ trucking needs and applications,” explains Jim Reis, vice president, general manager-brake products. ‘The result is a product that provides an unmatched combination of weight savings, service life and stopping power for exceptional safety and reliability in severe service applications.” CentriFuse HD brake drums are available in 16.5-in. by 7-, 8- and 8.62-in. sizes. Note: Motor Wheel Commercial Vehicle Systems, the original manufacturer of CentriFuse brake drums, was acquired by Stemco (an EnPro Industries company) in 2012.

Eaton Press Release / September 4, 2014 Eaton has introduced Procision™, a new line of medium-duty dual clutch transmissions, that delivers 8 to 10 percent better fuel economy than a similarly equipped vehicle with a torque converter automatic. Scheduled to be available in the North American market mid-year in 2015 and available globally in the future, the new 7-speed transmissions feature 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 a vehicle’s wheels under all shift conditions. “Small businesses rely on their class 6 and 7 medium-duty trucks to deliver goods and perform tough jobs on a daily basis,” said John Beering, senior vice president and general manager, Eaton Commercial Vehicle Transmission. “The all-new Eaton Procision is the first dual clutch transmission for class 6-7 in North America. Its smart features deliver more savings and driver confidence, and is the ideal transmission solution for medium-duty applications.” Eaton employed the dual clutch technology to allow for more efficient acceleration from a stopped position, and to optimize shift points that will efficiently get to the highest gear. Gear changes are made by swapping the engine torque between clutches with the next gear preselected. “The highly efficient dual clutch technology with a closed loop control system significantly reduces slip and steady state losses that are associated with torque converter automatic transmissions,” said Jeff Carpenter, engineering manager, Medium-Duty Procision. 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 and is fully sealed to eliminate contamination. “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.” 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. The calibration flexibility is the most ever offered on an Eaton transmission. Owners and drivers alike will appreciate optional and adjustable Urge to Move and Creep Mode, which provide best-in-class low-speed maneuverability. 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. Competitive products do not offer this type of flexibility. Procision is a smart choice with three standard Power Take-Off (PTO) openings. PTO functionality can be enabled via the ServiceRanger software by dealerships after purchase. This flexibility is a competitive advantage for Procision and enhances value to both first owners and the secondary market. The Eaton Procision transmission features an optimized design that delivers 8 to 10 percent 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. Eaton Procision transmissions utilize a new synthetic transmission fluid which provides component protection while reducing maintenance costs thanks 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,” added Beering. “This is a world-class transmission that helps deliver safe, confident and easy operation for any driver by delivering optimal performance in many driving environments.” “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.” 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. 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. 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.” The Procision design life (B-10) is 10 years/400,000 miles. 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. .

Fleet Owner / September 4, 2014 Eaton is expected to launch a new 7-speed, medium-duty dual clutch transmission by the middle of next year. According to Eaton, the "Procision" delivers 8-10% better fuel economy in a similarly equipped vehicle using a torque converter automatic transmission. Thanks to its electronic shifting, the transmission is able to optimize fuel efficiency by using grade, vehicle weight and throttle input to provide smooth, continuous delivery of torque. One of the keys to the transmission is its dual clutch technology, which makes gear changes by “swapping the engine torque between clutches with the next gear preselected.” “The upshot with a dual clutch design is that the slower you go, the more starts and stops you do, and more grades you negotiate at slow speeds, the better your fuel economy will be,” said Jeff Carpenter, engineering manager for Procision. Fully contained within the transmission, the dual clutch module is hydraulically controlled and oil-cooled for extended life. The use of a new synthetic transmission fluid extends lube and filter change intervals out to 150,000 mi. The internal sump filter and electrical system do not require maintenance. Carpenter said the company spent two years compiling studies on customer wants and needs. That was followed by three years of development for the transmission. “The biggest challenge in designing it was the hydraulic controls,” Carpenter said. “The two-stage hydraulic pump design added to the complexity and [we] spent the final year fine-tuning the dual clutch hydraulic controls with a temperature variance. We want consistent performance - even at subzero temperatures when transmission oil [tends] to thicken due to the cold.” For fleet managers, Carpenter said the transmission will deliver a lower total cost of ownership. It will also lead to improved fuel economy, driver retention, residual value and longer service intervals. “At the end of the day, lower TCO is its biggest advantage,” said John Beering, senior vice president and general manager, Eaton Commercial Vehicle Technologies. “We will focus in four primary medium-duty segments when it is released in mid-2015: P&D, towing & recovery, beverage hauling straight trucks, and school buses.” Beering added that those four segments make up 70% of all medium-duty orders. Fuel economy is a key benefit of the new transmission, which will be available for Class 6-7 applications initially, but is scalable down to Class 4 and up to Class 8 if the market develops. “When we started designing this (the Procision) we envisioned it as a Class 4-8 product that we could scale up or down,” Carpenter said. “[it is] targeted for Class 6-7 as the sweet spot upon initial release. If a business case develops to scale it up or down, we will pursue it.” The design minimizes the impact of aggressive drivers on fuel economy when fully integrated with the Cummins Vehicle Acceleration Management system, which can be used in conjunction with Eaton Dynamic Shifting, to achieve better performance. Procision is also optimized with Urge to Move and Creep Mode. Both features can be disabled for even greater fuel economy. In addition, transmission load on the engine is actively reduced when the truck is stopped for increased fuel economy. Features of the transmission include Eaton Dynamic Shifting, which allows 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 need. Hill Helper technology is a safety feature that will prevent the vehicle from rolling forward or backward for up to 3 seconds while on a grade of up to 8%. Using Eaton’s ServiceRanger software allows the user to turn off Hill Helper. There are three power take-off (PTO) openings. There is also brake-pedal-actuated Tap Down Shifting which allows drivers to downshift without removing their hands from the wheel or eyes from the road. Creep Mode, which has independently adjustable forward and reverse operation, offers controlled low-speed maneuvering. In Low mode, Automatic Grade Braking downshifts the transmission to help slow the truck on long, steep grades and increase brake pad life. The Procision is designed for a 10-year, 400,000-mi. life and comes with a 3-year/unlimited mile warranty covering the complete system including the dual clutch module. School bus operations receive a 5-year/unlimited mile warranty.

Transport Topics / September 9, 2014 Eaton has unveiled a new automated transmission for Classes 6-7 medium-duty trucks that company officials say will boost fuel economy 8% to 10% over torque-converter automatics. The dual-clutch "Procision" debuted at Eaton’s proving grounds and test track Sept. 4. "Small businesses rely on their Class 6 and 7 trucks to deliver goods and perform tough jobs on a daily basis,” said John Beering, senior vice president and general manager for Eaton Commercial Vehicle Transmission. The product is scheduled for release in July. Eaton said it employed the dual-clutch technology for more efficient acceleration from a stopped position and to optimize shift points to move efficiently to the highest gear. Gear changes are made by swapping engine torque between clutches, with the next gear preselected. “The closed-loop control system significantly reduces slip and steady state losses that are associated with torque converter automatic transmissions,” said Jeff Carpenter, engineering manager for Procision. The product also could be “scalable up or down” to include Classes 4 and 8, said Carpenter. “Customers told us that they wanted features that made their trucks easier to drive,” Carpenter said. “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.” .

Wall Street Journal / September 3, 2014 Navistar International Corp. sharply narrowed its fiscal third-quarter loss by lowering operating costs and warranty expenses, but the company's share of the big truck market remained at a standstill. Navistar's share of the North American heavy-duty truck market ended the quarter at 14%, flat from a year earlier and down slightly from the second-quarter ended in April. The company had forecast that its share of the market for trucks weighing above 33,000 pounds would be about 21% by the end of the year. But Navistar said Wednesday its year-end share will likely be one to two percentage points less than that as the rollout of Navistar's 9-liter and 10-liter engines with Cummins-supplied emissions treatment systems progressed at a slower pace than originally anticipated. "We certainly would love the recovery in market share to come out of the gate a little faster, " said Chief Executive Troy Clarke. "We know those orders are coming. We're confident that the share is coming. Give us another quarter." The Lisle, Ill., company's sluggish market share was largely offset by significantly better operating performance. Navistar reported a pretax profit of $21 million from continuing operations—its first since 2011—after enduring heavy spending for truck warranties and changes to the engine exhaust treatment system on Navistar trucks. The company said warranty spending in the third quarter fell 22% from a year ago and declined 14% from the second quarter. Reliability problems with Navistar's engines, beginning with 2010-model trucks, eroded the company's market share and sales. Navistar is currently in fourth place in North American sales of heavy-duty trucks behind rivals Volvo, Paccar (the maker of Peterbilt and Kenworth trucks) and market leader Freightliner (a unit of Daimler AG). "The trucks we fixed are staying fixed," Mr. Clarke said. "Our cost of repairs is coming down. The newer trucks don't have the same kind of warranty spending early in their life that the older trucks do." The company's North American truck business reported a $12 million loss during the quarter, down from $143 million loss a year ago. Income from replacement parts rose to $127 million from $98 million last year. The company reported a $2 million loss from overseas operations, down from $22 million loss a year ago. Navistar said its Brazilian engine business remains under pressure because of a weak economy in Brazil. For the period ended July 31, Navistar reported a loss of $2 million, or two cents a share, compared with a year-earlier loss of $247 million, or $3.06 a share. The latest period included $20 million in restructuring charges and write-downs. Overall revenue was nearly flat from a year ago at $2.84 billion. Analysts were expecting a per-share loss of 67 cents from revenue of $2.95 billion. Navistar's stock was recently up 2.2% at $39.35 a share.

Press Release / August 21, 2014 On Thursday, 21 August 2014, representatives of TATRA TRUCKS a.s. and DAF Trucks N.V. signed a renewed agreement for the delivery of engines and cabs for application in TATRA's 4x4, 6x6 and 8x8 vehicles. The agreement also involves delivery of Euro 6 engines to be installed in a new Euro 6 TATRA PHOENIX model that will be introduced in October. The new agreement concerns continued delivery of cabs as well as Euro 3, 4 and 5 engines to TATRA. "For EU markets we are finalizing development of a Euro 6 PHOENIX model", commented Petr Rusek, Chairman of the Board and Business Director of TATRA TRUCKS. "Based on the excellent customer feedback on the DAF supplied Euro 3, 4 and 5 engines, we are happy to be able to apply the latest Euro 6 technology from DAF, which stands out in reliability and efficiency. Next to the 12.9 liter PACCAR MX-13 engine we are also planning introduction of the new 10.8 liter PACCAR MX-11 engine in our popular PHOENIX version." "DAF is proud to continue supply of cabs and engines to TATRA Trucks", said Ron Bonsen. Member of the DAF Board of Management and responsible for Marketing & Sales. "TATRA is a leading manufacturer of all wheel drive vehicles, that perfectly complements DAF's single and double driven range of construction trucks." TATRA PHOENIX vehicles can be serviced by the TATRA dealer network and by the DAF dealer network for the DAF content. A number of DAF dealers is also authorized TATRA dealer. The agreement was signed on TATRA side by Petr Rusek, Chairman of the Board and Business Director of TATRA TRUCKS, and Radek Strouhal, Financial Director and Member of the Board of TATRA TRUCKS. For DAF Ron Bonsen, Board member and Director Marketing & Sales of DAF Trucks, signed the agreement. .

Perhaps the stunning Kenworth K200 is more to your liking. It still looks like a Kenworth. (Unlike the new-in-2012 Kenworth T680 and Peterbilt 579, both using the cheap and blandly styled new common cab that is reminiscent of a child's plastic toy truck, which leaves me concerned about Paccar's future product pipeline). http://www.kenworth.com.au/fileadmin/site/brochures/Model_Range/K200_web.pdf http://www.kenworth.com.au/model-range/model-range/k200/ .

That's a set-back front axle product made specifically for Australia (1993-1998), and it might have been built on the RB chassis. Note that although it does have a set-back front axle, it did not adopt a cab step arrangement ahead of the steer axle as did the Mack FM (the common step arrangement on European trucks). Understandably, the MH 8x4s utilized the axle-forward cab configuration. http://www.bigmacktrucks.com/index.php?/topic/30466-when-mack-roamed-europe-the-middle-east-africa-and-western-asia/ Of course America and most global markets (Europe, the Middle East, Africa and Western Asia) purchased our axle-forward variant. With these global markets in mind, an updated Ultra-Liner (or a totally evolved Ultra-Liner II) would be as good if not better than the impressive Freightliner Argosy II and Kenworth K200. When you're in South Africa today in year 2014 and see as many Freightliner Argosies on the highway as you do MANs, Scanias and Volvos, you're warmly reminded that American brands can compete in the global COE market. Thus the MH's premature demise is all the more regretful. The Mack MH Ultra-Liner represented a stunning example of form and function. Bristling with advanced engineering, the Mack Ultra-Liner remains the safest U.S. COE cab design still to this day. The Mack Ultra-Liner was the finest heavy COE ever designed by a U.S. truckmaker, and was retired long before its time. While the MH Ultra-Liner was no longer available in North America after 1993, it continued to be built for export thru 1997, to Australia, New Zealand, Chile and Israel. Australia sold MHs thru 1998, New Zealand thru 1999. Chile and Israel received CBUs (Completely Built Units), while Australia and New Zealand MHs were shipped as CKD (Completely Knocked Down) kits. Since 2000, because Volvo Group wants the Volvo truck brand to lead in global (overseas) markets with the FM and FH, they would never allow their Mack brand to have a heavy COE.

From 1989 to its demise from the order books in 93, we sold very few MHs in the states (we did export). The trend to conventionals continued. I said Super-Liner II referencing the states when I should have said Super-LIner III. Since the Super-Liner has never left production down under and the current variant is their Super-LIner II, I used that description out of habit (which indeed confused - sorry). The Super-Liner II (RWI - MH chassis) was a US platform. For standardization, the Aussie Cruise-Liner was built on the R-model platform. I have to think about the MH and RWI down under. There never was a Ultra-Liner II (but there certainly should have been). I regret the late production speedometer/tach cluster design change, as it lacked in appearance. "It is very evident that the (Mack) North American control and influence was rarely there" Not the case at all. The Renault Magnum was a great COE with a strong following in Europe. But it was completely wrong for North America.

From the late 1980s, heavy COEs disappeared from the line-ups of most US truckmakers in the US market due to changing weight laws. Freightliner and International held on a little longer because of a few large fleets (Schneider, Wal-Mart) that wanted to continue using COEs. But in the end, due to the shortage of experienced U.S. drivers combined with their demands for conventional cab trucks, the COE disappeared. I personally prefer COEs, in every way superior to a conventional cab truck. No surprise the COE is the most popular configuration worldwide. Why did the MH disappear from 1989? Mack lost direction for 11 months in 1989 with the appointment of the unqualified Ralph Reins as president. Without any experience in the heavy truck industry, this short time Mack president left behind a real mess. He represented the new younger executive that changes companies every few years. (Joe Rossetti should have gotten the job) From that point, Mack's product line-up became a victim of a vicious European struggle between Renault and Volvo. Wanting to buy up more US market share, Volvo set their sights on Mack Trucks (having already acquired the market share of White, Autocar and GMC). Volvo met with Marc Gustafson, Mack’s vice president of sales and marketing from 1992, and paid him off to be a traitor for the Volvo cause. Gustafson plotted with Volvo against Mack Trucks, in return for a future position as CEO of Volvo Trucks North America. Gustafson began making product decisions at Mack in line with Volvo's future goal of Mack ownership. Note the time period, 1992-1996. This is when Mack lost momentum and direction. For example, he prevented a Super-Liner III in North America because Volvo planned for the Mack brand to focus on vocational while the Volvo brand worked the on-highway segment. For the global market, Volvo wanted their COEs to be the undisputed leader. Thus, Volvo did NOT want a Mack Ultra-Liner or Ultra-Liner II stealing their possible heavy COE market share in the global arena. From the end of 1996 to mid-2001, another pro-Volvo man, Michel Gigou from Renault, was inserted into the head position at Mack to keep things on course towards a Volvo takeover. Like Gustafson, Gigou was generously rewarded, becoming president and CEO of Volvo Trucks North America from mid-2001, and senior VP of Volvo Group from 2004.

Heavy Duty Trucking / August 29, 2014 New rules on replenishment of diesel exhaust fluid will allow vehicle manufacturers more leeway in equipping cars and trucks with DEF tanks without certifying them individually, according to the Environmental Protection Agency (EPA). One practical result is that trucks might get smaller DEF tanks than they currently have. The special fluid is widely available today so not as much of it must be carried aboard the vehicle. DEF is sprayed into diesel engines’ hot exhaust to reduce nitrogen oxide through a chemical reaction. It is the active part of selective catalytic reduction (SCR) used by virtually all truckmakers. Dosing rates are about 2% of fuel use, though this varies with the operation and engine size and type. The new rules reflect EPA’s greater confidence in availability of the special fluid. In 2001, when rules were first published, selective catalytic reduction was a new concept in North America and EPA wasn’t sure DEF would be readily available. The new rules set tank-size “ratios” of DEF to fuel, which builders can use for any vehicle. This will give manufacturers “more flexibility” in choosing tank sizes than before. Vocational trucks that return home daily for fueling can have DEF tanks that need filling whenever the fuel tanks do, which the rules call a 1 to 1 ratio. This might allow trucks to carry a smaller DEF tank, which could save some weight and frame space. For long-haul trucks the ratio is 2 to 1, meaning their DEF tanks could be filled every other time the fuel tanks are. This might also allow a smaller DEF tank, though truck owners might prefer larger tanks so the fluid refilling task could be done less often. Truck builders size tanks based on estimated fluid-dosing rates, and have established several tank sizes for various truck classes. These may or may not change, but under the new rules, manufacturers could follow the 1 to 1 or 2 to 1 ratio and be legal. Truck owners and drivers are not affected, except that they must continue properly maintaining their vehicles so the anti-pollution equipment, including SCR gear, works properly. Like now, failure to keep enough fluid in DEF tanks results in warning lights and eventual cutting of power and torque until tanks are replenished. However, the rules might have more effect on diesel-powered light-duty vehicles, especially cars, because EPA wants replenishing schedules to be shorter than they are becoming, said Allen Schaeffer, executive director at the Diesel Technology Forum. Manufacturers have sized DEF tanks so top-offs could be done at engine oil-change times, when dealers and service shops could do both, and motorists need not be concerned with DEF. But those intervals are becoming longer, Schaeffer noted, and EPA worries that fluid fills could be delayed. Motorists who drive diesel-powered cars might have to learn about DEF and know when to top off the tanks. The rules continue exemptions for emergency vehicles, like fire trucks and ambulances, so their diesels can keep operating at full power even if DEF tanks run low. Emergency exemptions for off-road engines, like diesel-powered generators and pumps, also remain in effect.

I think the Freightliner Argosy II is an absolutely stunning COE. Their engineers did a marvelous job. The grille reminds of the sharp looking new grille on the impressive new Hyundai Xcient. Perhaps some of you don't care for the grille on the 25th anniversary variant extending downward into the bumper area. It arguably makes the grill too obtrusive. I myself prefer the standard version with the uninterrupted front bumper (as shown below). With the soon demise of the International 9800i, the Freightliner Argosy II and Kenworth K200 will be the last COEs produced by American brands. These trucks are built in Cleveland, North Carolina, and then shipped SKD (semi-knocked down) to other global regions including South Africa, Australia and New Zealand. Ironic that they're built in the U.S., but Americans operators can not buy one (Wal-Mart has purchased glider kits). .

Australasian Transport News / August 28, 2014 Limited-edition Freightliner Argosy trucks add a touch of luxury Three Freightliner dealerships are releasing limited-edition, new-look Argosy trucks to celebrate 25 years of the brand’s presence in Australia. Earlier this year Freightliner unveiled a limited-edition Coronado, and now it is following up that effort with an Argosy version. Like the limited-edition Coronado, just 25 of the trucks have been made, and they bring with them a host of aesthetic and comfort improvements. All of these modifications were done at the one place, Stillwell Trucks in Sydney, in order to guarantee a consistent look and feel. Freightliner’s first foray into the Australian market in 1989 was the FLC112 coming off the assembly line in Mulgrave, Victoria, but it wasn’t until 2000 that the first Argosy cab-over truck was introduced. The ‘new-generation’ Argosy arrived in 2011, bringing with it a more modern design. "The Argosy was our hero truck, and has been for many years in the Freightliner line-up. We probably haven’t seen as much activity as we would have expected over this first 8 months of the year, so we’ve decided to be proactive and lift the profile of the truck by taking it into a new level of comfort, quietness and class," Stillwell Trucks managing director Steve Shearer says. "We wanted to reinvigorate the Argosy into the market," Shearer adds. An immediately noticeable change on the exterior of the truck is the deeper grill and the addition of a shiny new Whitlock bull bar, complete with a 25th anniversary badge. The interior has also undergone a facelift, with leather and suede being a theme throughout the cabin. "Our Argosy had a hard plastic dash area, it didn’t portray it as a high-quality truck, and it wasn’t where it needed to be. What we’ve done is give it a European-style feel," Shearer says. The seats have also been orthopedically redesigned and reupholstered. Further, insulation material has been added to the floor of the cabin to reduce noise and vibration in both the seating and bunk area. "The quietness of the cabin is something to behold, it doesn’t sound like you are in an Argosy," Shearer adds. Not much has changed on the engine side, with the limited-edition versions retaining the Argosy’s Detroit Diesel DD15 engine. This also means that the engine will continue to have the 5-year/one-million kilometre warranty. Stillwell Trucks in Sydney is just one of three Freightliner dealerships that will be selling the Argosys, the other two being Whitehorse Trucks in Melbourne, and Daimler trucks in Adelaide. Argosy customers will be invited to the official unveiling of the limited-edition model, which will be at a launch event held on September 15 at all three dealerships. https://www.freightliner.com.au/25-years-in-australia .

Diesel News / August 28, 2014 The new shape Actros is set to be on sale here in Australia by the end of 2016 and will be available in Euro 5 as well as Euro 6 versions. The truck was released in Europe in the lead up to the introduction of Euro 6 in the EU in 2011, but the German truck manufacturer had hesitated to release it here before new emission regulations demanded it. The Actros design is a complete departure from anything offered by Benz in the past. They have moved away from the V6 and V8 engines currently offered and gone to the Mercedes Benz version of the same basic engine block used in the Detroit DD 13 and 15. Of course, the engine mapping and performance are completely different to that offered in the Detroit version, more suited to European driving conditions. Originally it was expected the new Actros would only be offered as a Euro 6 emissions level engine. However, Diesel News has learned this week, from the new General Manager Mercedes Benz Truck and Bus, Justin Whitford, there will be a version compliant with the current ADR 80/03 emission rules for customers who prefer it. Benz is about to begin a substantial program of testing of the new Actros on our roads. As the new shape will be impossible to fully disguise, we can expect to see a couple of unusual test prime movers appear in a selection of fleets in the next couple of years. http://www.youtube.com/watch?v=_Ef7vsAFY7g#t=60

Truck News / August 27, 2014 With Canadian policymakers set to discuss regulations that prohibit advanced 6x2s axle configurations later this year, manufacturers and fleets have stepped up their efforts to raise awareness of the technology’s benefits. Meritor has produced a nine-minute video, including appearances from fleets in the US and Canada and even competitor Bendix, which explains how 6×2 axles work and why they don’t pose a threat to Canada’s roadways. The video, which can be watched below, details the benefits of 6x2s and highlights why demand for this configuration is expected to rapidly increase. Canada doesn’t allow 6×2 axles because a Memorandum of Understanding signed onto by the provinces requires tandem axles to be within 1,000 kgs of each other at all times. With 6x2s, this is true about 97% of the time, however, advanced electronics shift the load to the driven axle in low-traction scenarios. You can read more about Canada’s 6×2 regulations here. Meritor and its partners have also created a new Web site at 6x2Facts.com to raise awareness of the issue.

GINAF is legendary in the field of severe service vocational trucks. Founded in 1948, the Netherlands-based company started out modifying World War II U.S. Army trucks for civilian use (After the war, it was deemed more cost effective to leave the trucks in Europe than bring them all back). GINAF purchases cabs and powertrains from Netherlands-based truckmaker DAF (a Paccar subsidiary). Very much a specialty truck manufacturer, GINAF makes trucks to order. Every GINAF is built with the highest load capacity and high reserve margins, resulting in greater profitability and lower operating costs. The company’s product range extends from the medium segment up to ultra heavy duty, with axle configurations from 4x2 to 10x8, for everything from construction and mining to military tank transport. GINAF was the first truckmaker in Western Europe to build an 8x8 chassis for civilian use, followed by the world’s first 10x8 chassis. http://www.ginaf.nl/index.php?id=47&L=1 The company was also an early user of Vehicle Systems Engineering’s electronically-controlled hydro-pneumatic suspension systems and electronic vehicle steering systems. http://www.ginaf.nl/index.php?id=33&L=1 http://www.ginaf.nl/index.php?id=69&L=1 GINAF offers Bosch-Rexroth produced hydraulically-driven steer axles (HydroAxle*) for “traction on demand” all-wheel drive capability. http://www.ginaf.nl/index.php?id=293&L=1 * Similar to the AddiDrive system from France-based Poclain Hydraulics used by MAN, M-B, Renault, Terberg and Volvo. http://www.poclain-hydraulics.com/_upload/ressources/media/pdf/AddiDriveAssist.pdf?nc http://www.poclain-hydraulics.com/en/systems/trucks/enhanced-mobility-front-wheel-assistance-ref26 Assembly of a 60-metric ton (132,277 lb) GINAF model HD5380T 10x6 mining truck. http://www.youtube.com/watch?v=ffKITvEiNkE#t=14 Assembly of a 50-metric ton (110,231 lb) GINAF model X5250TS 10x4 dump truck http://www.youtube.com/watch?v=iHH3IQegGdM http://www.youtube.com/watch?v=nAdfFWGWLlA

Reuters / August 27, 2014 Daimler will pay $480 million to settle a dispute with the UAW over medical benefits for retired employees of its North American trucks business, U.S. court records show. The company has agreed to contribute to a trust to fund a post-retirement health care plan to support active and recently retired UAW-represented employees, according to documents filed on Monday in a federal court in Tennessee. The agreement came after a group of retirees and the union accused the truck manufacturer of illegally cutting their benefits, the court filings show. A Daimler spokesman referred to the company's quarterly earnings report which said Daimler Trucks North America LLC and the UAW had entered into an agreement over a health care plan as part of a collective bargaining agreement in May, and that the resulting cash outflow was expected in the fourth quarter. The earnings report said the settlement had no material impact on the group's consolidated statement of income or on the earnings before interest and taxes of its trucks business.

Netherlands-based Vehicle Systems Engineering BV (VSE) has been producing hydro-pneumatic vehicle suspensions since 1986. With the advent of electronic controls, VSE updated the system and named the new generation Dynamic Truck and Trailer Suspension (DTS). A system already proven on trucks and military vehicles in Europe, Quebec's Simard Suspensions offers VSE’s DTS electronically-controlled hydro-pneumatic suspension in North America. The suspension can be spec'd for one or more fixed or steerable axles, with springs, shock-absorbers, roll stabilizer, and axle lift all combined within the DTS hydraulics. The result is perfect load distribution over all wheels, fully compensated as required. In dump application, safety is greatly enhanced by the system’s ability (utilizing optical sensors) to level the vehicle in all directions. Height settings are adjustable by remote control. Axle-load measuring and monitoring is also featured, with an integrated axle lift if needed. In dynamic terms, there's semi-active roll stabilization built in, with "super stabilization" as an option. Manual or automatic control of several level and dampening settings is also part of the package. The DTS suspension can be operated by the driver with a wireless remote control, making it possible to make adjustments of the suspension without getting out of the cab. All functions can be operated via the remote. An information display provides the driver with all relevant information related to operation, maintenance, failure analysis, and repair. The display can be mounted fixed in the system locker or as a workshop tool mounted in a case. The system can also run on any laptop computer for calibration, first-line fault diagnosis, and for changing parameters. Optionally, the display can be used for operating the suspension system: changing height, return to ride level and leveling. The suspension's hydraulic cylinders combine to manage axle travel and axle load (from 2 to 16 tons). The micro-electronic controlled DTS suspension has a reaction time of about 4 milliseconds. After about 60 milliseconds, the system has adapted to the operating conditions and the vehicle's behavior is changed with it. VSE suspension cylinders are designed for low friction, matching an air suspension in reaction times. VSE’s Electronic Truck Steering system (ETS) is a versatile steering solution for trucks with multiple steered axles. The ETS system works completely independently, with no energy is drawn from the steering for the front axle(s). Space-saving ETS reduces truck weight, fuel consumption and tire wear while significantly enhancing maneuverability and stability. http://www.v-s-e.com/en/products/suspension/dts-for-trucks http://www.v-s-e.com/uploads/documents/leaflet-ets-truck-en-lr.pdf http://www.v-s-e.com/en/products/steering/ets-for-trucks http://www.v-s-e.com/uploads/documents/dts_eng_2009.pdf http://www.v-s-e.com/uploads/documents/lr-brochure-vse-2012-uk.pdf https://www.youtube.com/watch?v=pYFyIrLynOM https://www.youtube.com/watch?v=6WSeEYJVG3g https://www.youtube.com/watch?v=TNFJnSbG7dE#t=55

Established in 1907, Dennis Eagle is a UK-based manufacturer of purpose-built refuse trucks. Late last year, Dennis Eagle launched the all-new “Elite 6”. The truckmaker’s R&D teams worked hard to improve the chassis specifications, ergonomics, safety and efficiency of their popular “Elite 2”. The result of the company’s US$8.3 million investment is a purpose-built refuse chassis that meets the tough requirements of Euro-6 (EPA2010) emissions standards without sacrificing performance. From the operator's perspective, the Elite 6 is a safer and more comfortable truck. The remodeled panoramic cab offers unparalleled driver visibility, with slim A and B pillars to improve peripheral vision. The single-step low entry walkthrough cab is ideally suited to the crew, allowing easy entry and exit - important on a long day. The Elite 6 is available with Loadsense, an integrated axle overload protection system. Unique in the global industry, the Elite 6 is available in two cab/chassis widths, 2250mm and 2500mm, to meet the specific needs of different regions worldwide. The Elite 6 is available in two chassis widths with nine different axle configurations and a variety of suspensions. Numerous body configurations are also available to accommodate every client's operational environments and challenges. The company is constantly striving to enhance its trucks with innovative engineering solutions to meet the tough and ever-evolving requirements of legislation and our customers. Dennis Eagle is a subsidiary of Ros Roca Group, Europe’s largest refuse collection vehicle manufacturer and the second largest in the world. The truckmaker was founded in 1895 by the Dennis Brothers in Guildford, England. Originally specializing in the production of buses, coaches and fire engines, Dennis Brothers acquired body builder Eagle Engineering in 1907. Dennis Eagle launched the Phoenix 1 refuse body in 1979, Elite 1 low-entry cab refuse chassis in 1992, and Phoenix 2 refuse body in 2001. The company was acquired by Spain-based Ros Roca in 2006. Today, the company has 600 employees, two manufacturing locations and nine factory-run branches throughout the UK. Bodies and chassis are assembled at the company’s Warwick headquarters, while cabs are produced in Blackpool. Dennis Eagle produces over 1,000 refuse trucks annually for both the UK and global markets. http://www.dennis-eagle.co.uk/products/elite6 http://issuu.com/denfieldadvertising/docs/w.4215_dennis_eagle_elite_6_preview/1?e=5904178/6088314 .

Heavy Cargo / August 22, 2014 After a two and a half year market absence, Ford Brazil is re-launching its F series line-up including the previous sales leader F-4000, which will now be available in four-wheel drive. In addition to a new cab, the previous 120 horsepower 3.9-liter Cummins ISB engine has been replaced by a 150 horsepower 2.8-liter Cummins ISF. Ford is pricing the two-wheel drive F-4000 at US$51,330, and the four-wheel drive version at US$ 58,333. The F-350 is priced at US$ 44,328. Anti-lock brakes with electronic distribution (EBD) and air conditioning are standard equipment. In a new initiative in Brazil’s truck market, Ford two months ago began pre-selling the new F series. Proving that the models should never have been taken out of production, no less than 800 customers were willing to purchase the upcoming new trucks sight unseen. After this strong customer response, Ford believes that during the F-4000’s two year absence, no competitor successfully filled the gap created by the truck’s departure. Introduced in 1957, over 170,000 Ford F-4000s have been sold. "Hard-working professionals with farms and businesses use the truck both for work and as a personal vehicle. This generates a high level of loyalty, "says Guy Rao, Chief Operating Officer of Ford trucks in South America. The F series represents 30% of Ford’s Brazilian truck sales. When the Euro-3 emissions F-4000 was discontinued at the end of 2011 with the arrival of the Euro-5 emissions standard, inventory levels were high: "In 2012, even without having produced a single truck that year, the F-4000 was the best-selling model in its segment," recalls Rao. The F-350 and F-4000 are equipped with a new 150 horsepower 2.8-liter Cummins ISF engine using selective catalytic reduction (SCR) to meet Euro-5 emissions, paired with a new five-speed Eaton FSO4505D overdrive transmission and Dana 80 rear axle. Ford says the new powertrain is 6 percent more efficient than the Euro-3 unit it replaces, and delivers significantly lower NVH levels (noise, vibration and harshness). http://www.fordcaminhoes.com.br/serie-f/f-4000 http://www.fordcaminhoes.com.br/serie-f/f-4000/galeria/exterior http://www.fordcaminhoes.com.br/serie-f/f-4000-4x4 http://www.fordcaminhoes.com.br/serie-f/f-4000-4x4/galeria/exterior

Ecolution by Scania is the truckmaker's most comprehensive and powerful solution to improve your fuel economy, right here, right now. And it is all about the bigger picture.

Trailer/Body Builders / August 25, 2014 Daimler Trucks North America (DTNA) marked the production of its 3,000,000th vehicle in North America, commemorated by the delivery of a Freightliner Cascadia Evolution to representatives from Schneider at DTNA’s manufacturing facility in Cleveland, North Carolina. “Daimler Trucks North America is committed to pacing the industry in terms of engineering and manufacturing excellence, as well as production of vehicles that provide a real total cost of ownership solution for our customers,” said Roger Nielsen, chief operating officer, Daimler Trucks North America. “This achievement is a testament to the dedication to excellence by Daimler Trucks North America’s employees past, present and future.” The 3,000,000th vehicle is the first Freightliner Cascadia Evolution to be equipped with the new 6x2 Detroit integrated Powertrain package. Featuring the Detroit DD15 engine, Detroit DT12 transmission and Detroit axles, the integrated powertrain provides state-of-the-art component communication to achieve the highest level of performance. The new Detroit integrated powertrain will be available in full production in the Freightliner Cascadia Evolution in January. “The Detroit integrated Powertrain exemplifies the pioneering, innovative spirit that has propelled Freightliner to undisputed market leadership in the commercial vehicle industry in North America,” said Richard Shearing, vice president of national accounts for Daimler Trucks North America. “We are the only OEM that designs, engineers and manufacturers a completely integrated powertrain and we are pleased to debut the new Detroit integrated powertrain in our 3,000,000th vehicle.” Schneider, one of the nation’s largest truckload carriers, took possession of the landmark truck. “A milestone like the one Daimler is celebrating today is no small feat,” said Rob Reich, senior vice president at Schneider. “We have owned more than 25,000 Freightliner trucks over the years and are honored to have the company’s 3-millionth truck join our fleet. Thank you, and congratulations on continuing to improve a great product.” With over 50,000 orders since its start of production in 2013, the Cascadia Evolution builds on the technologies of our previous on-highway truck models—engine efficiency, advanced aerodynamics, fleet management tools—to deliver up to a 7 percent increase in fuel economy over its 2010 EPA-compliant predecessor. .

Transport Topics / August 25, 2014 Garmin International has introduced two Android-based fleet navigators. The fleet 660 for local fleets and the fleet 670 for commercial truck fleets allow service providers to introduce customized applications and value-added services. The new devices also connect to and control a wide range of external devices over wi-fi, Bluetooth or serial cable. “The fleet 660 and 670 are our first fleet products that combine trusted Garmin navigation and hardware with the flexibility of Android,” said Chad Sallman, Senior Business Development Manager for Commercial Solutions at Garmin. “These new devices remove many of the hurdles fleet service providers face today, making it easier than ever to develop customized solutions for both medium and large, enterprise class customers.“ Providers can integrate existing applications from their partners for signature captures, work orders or inspection reports, for example. The fleet 660 and 670 hardware is optimized for in-cab use with a dust-proof design, high-sensitivity GPS, extra loud speaker, and a sunlight readable, 6-inch capacitive touch screen. The fleet 660 and 670 include the latest navigation technology from Garmin, such as Garmin Real Directions, voice activated navigation, Active Lane Guidance with voice prompts as well as free lifetime traffic1 and maps2. Both devices also feature an integrated gyroscope to record and analyze driving behavior and support Near Field Communication for driver and vehicle identification and data synchronization. The fleet 660 is designed for local-service fleets while the fleet 670 is intended for commercial long-haul trucking fleets with its trucking-specific functions, such as route calculation based on truck attributes, trucking points of interest, Hours of Service logging, and International Fuel Tax Agreement Documentation. The fleet 660 has a suggested retail price of $399.99 and the fleet 670 has a suggested retail price of $449.99. Both devices are expected to become available in the fourth quarter of 2014.