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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.

Truck News / August 22, 2014 Peterbilt's Model 579 got a lot more fuel-efficient with the introduction of the EPIQ package, a set of specifications that can improve fuel mileage by as much as 10%. We travelled to Texas to drive the 579 EPIQ. In the 75 years that Peterbilt has been building trucks, fuel economy has never been more important than it is today. So this is a big year for the truck maker, not only because it’s celebrating a significant milestone with its 75th birthday, but with the introduction of the Model 579 EPIQ package, Peterbilt has brought to market its most fuel-efficient truck ever. I recently had the chance to spend a couple hours driving the new Model 579 with EPIQ package, which consists of a set of specifications that collectively boost fuel economy as much as 10% compared to a 579 with a 2013 model year Paccar MX engine and Eaton UltraShift Plus automated manual transmission (AMT). Improvements to Eaton’s Fuller Advantage AMT have reduced weight by about 80 lbs, and when optimized to perform with the Paccar MX-13 engine in what is being dubbed the APEX powertrain, the EPIQ package derives about a 4% fuel savings from the powertrain alone. A complete aerodynamic package featuring full chassis fairings, including eight-inch rubber flares and rubber skirts, nets another 3% improvement. EPIQ also comes with the Bendix SmarTire tire pressure monitoring system, which typically improves fuel economy by 2% and then there’s the soon-to-be-released driver performance coaching system, which via the in-dash display advises drivers on how to improve their braking, coasting and acceleration to stretch their fuel mileage even further. This was supposed to provide another 1% in fuel economy improvements, bringing the total to 10%, but Anthony Gansle, marketing manager, on-highway product with Peterbilt, says early field testing has shown the coaching system has surpassed expectations. It will be released in Peterbilt trucks with the APEX powertrain next month and with other powertrains next March. Of course, it takes more than a couple of hours over flat Texas Interstate to properly evaluate fuel economy, so I won’t even try; these claims will be tested by the market in the months ahead. I can, however, share some thoughts on the overall driving experience provided by the Model 579 after what was my first drive with the vehicle. Introduced in 2012, the Model 579 features a new 2.1-metre stamped aluminum cab. During the development process, Peterbilt built an adjustable cab and then queried some 500 drivers on their preferences. Most indicated a 2.1-metre cab width provided the best combination of ergonomics, comfort, visibility and maneuverability. The cab is well designed so that it doesn’t feel at all cramped, yet it’s a little more forgiving when travelling down the highway than a 2.3-metre cab, which can be a bit of a handful in tight spaces. If you want the extra width, Peterbilt still offers it in the form of the 587. With the new cab, Peterbilt moved from huckbolt to Hemrob construction; the latter providing self-piercing rivets that form a head and tail upon penetration, establishing a stronger connection. The cab is shared between the 579 and the 567 vocational truck, so it was designed to be lightweight yet durable enough to survive the abuse faced in vocational environments. Interestingly, Peterbilt has chosen to mount the side mirrors directly onto the door rather than the A-pillar, and in doing so, made the A-pillar some 13% thinner. This provides greater visibility in front of the mirror and beyond the A-pillar. I expected the new mounting point to provide some additional vibration but on the highway, the mirrors were as steady as any others and the extra visibility was noticeable. And by mounting the mirrors to the doors, drivers can now open their door a smidge to get a more complete view along the side of the trailer when preparing to back up. Visibility out of the 579 was also improved by extending the height of the windshield at both the top and bottom, which is useful when stopped underneath a set of traffic lights. The doors on the 579 are car-like, closing with little force and even less noise. They’re also triple-sealed to reduce road and wind noise, providing an extremely quiet ride. Gansle said Paccar is the only manufacturer to employ three seals here: one around the door and two surrounding the aperture. There are other things that contribute to the quietness of the cab, not the least of which is the Paccar MX engine. The oil pan, traditionally a source of noise-causing vibration, has been changed to a floating design that’s attached to the engine via a large gasket that eliminates rattling. Designers also got rid of unnecessary pass-through holes in the cab, for example, by introducing new hanging pedals eliminating two – or three, if a clutch is present – holes from the floor. The angle of these pedals was just right, causing no strain on the ankles. The 579 I drove featured Peterbilt’s premium interior, which boasted automotive-style luxuries such as a soft-touch dash. It was also fitted with Peterbilt’s high-end seats, which came with some interesting features including the ability to adjust the seat travel by foot without bending over. The seats also offer a dump-down switch, which allows the driver or passenger to lower the seat at the press of a button and then restore it to its previous height using that same button. Peterbilt has opted for a discrete sleeper design, rather than an integral sleeper, which is one of the key differentiators between the 579 and sister company Kenworth’s T680. The thinking behind this was that the sleeper can be removed or replaced, providing a more versatile truck with a broader appeal at resale time. The truck can be converted into a day cab, for example, and sold into another application or deployed within a carrier’s own regional fleet once its linehaul days are behind it. The only downside to this is that there’s a considerable lip on the floor separating the cockpit from the sleeper compartment. You could easily stub your toe on this lip, but you’ll probably only do it once. And the rise does serve a purpose, housing the wiring that connects the living quarters to the driving area. On the road, the MX-13 engine, with its 455 hp and 1,550/1,750 lb.-ft. was the strong, quiet type. You can drive damn fast in Texas. The posted speed limit was normally 75 mph, at times 80, but that felt too fast in this truck or any other. I hit 70 once or twice and the MX was fully capable of running comfortably at that speed, but its driver was not, and so I backed it off and settled in behind the governed trucks cruising at 65 mph pulling aerodynamic trailers. There’s a real dichotomy to be found on Texas highways, with hard-charging cowboy trucks sharing the roads in great numbers with the governed, aerodynamically-trimmed trucks operated by the major fleets. Paccar claims its MX-13 is the only engine in the industry that can boast a B10 engine life, meaning 90% of these engines should see a million miles before any significant overhaul is required. It is a proven engine with a European heritage, which has been continuously fine-tuned since its introduction to the North American market, and seems to be hitting its stride. Efforts between Paccar and Eaton to optimize the performance of their respective components seem to have resulted in a more efficient, better-integrated powertrain. It drives well, and if the 4% improvement in fuel economy expected from the APEX package is achieved, then it’s a win-win for drivers and owners. The steering on the 579 was especially responsive and when I commented on it, I learned there was a reason for this. “We switched to a finer spline on the steering wheel and steering wheel shaft and that spline helps to better adjust the center of the steering wheel and has less play in it,” Gansle explained. “We also redesigned the main steering shaft and how it connects to the steering gear to help improve not only the steering play but the maneuverability of the truck.” After a day on the road, long-haul drivers will like Peterbilt’s SmartAir battery-based cab comfort system, which reduces annual fuel consumption by 4% compared to idling and 2% compared to using a diesel-fired auxiliary power unit (APU). The system charges up while the truck is driven under normal operating conditions and can then be used to keep the sleeper cool (or warm) for up to 10 hours at a time. Trucks spec’d with SmartAir come with a heavily insulated sleeper curtain and extra insulation in the sleeper cab to maintain comfortable temperatures during rest periods. Intuitive controls at the head of the bunk make the system easy to control and adjust. SmartAir, incidentally, is not a part of the EPIQ package, though it’s another option that can provide further fuel savings. But there’s still a place for APUs. The SmartAir system needs a good four hours of driving time to fully charge, so in duty cycles where the batteries are not given sufficient time to charge, an APU may still be a good option. Gansle hinted Peterbilt is developing an engine start/stop feature that will automatically start the truck to recharge the batteries when needed so that a full 10 hours of heating or cooling can be provided even when the system isn’t fully charged. Look for that next year. The Model 579’s sleeper is homey and well designed, with a 42-inch wardrobe (long enough to hang shirts and pants and still have room underneath for shoes), a 22-inch flatscreen TV, and a workstation that includes a laptop drawer, which conveniently tucks away to prevent clutter. All interior lighting is LED. That said, Peterbilt is not yet jumping on the LED headlight bandwagon. You’ll find traditional projector beam headlamps on the front of the 579 and this was by design; Gansle says the company isn’t yet convinced LED headlights provide greater visibility than Peterbilt’s traditional lighting system. “With projector beam headlights, you can really engineer the reflector behind that to help put the light where you want it on the road,” Gansle told me. “While LED lights today can be bright, they don’t quite perform as well (as projector beams) and they don’t focus the light where it needs to be on the road. We continue to evaluate LED headlights but we felt traditional headlights were a little better from a safety perspective.” Exterior marker lights are another issue entirely and here, Peterbilt has made the switch to LEDs. The Peterbilt 579 is a great looking truck. Its stainless steel grille is durable and stylish. Hidden behind it is a deer strike bar that will limit damage to the radiator should a collision with a four-legged creature occur. The hood is easy to lift and a blow-down protection device automatically locks it into place to protect the driver from getting smacked upside the head by the hood while performing fluid checks or maintenance on a windy day. The full-length chassis fairings on the EPIQ package give the truck a clean, streamlined appearance but still provide access to the battery box, through a well-placed door. The truck I drove had a sprawling 250-inch wheelbase with fairings that extended all the way back to the tandems. Those fairings can be easily removed by pulling just six bolts. A nice feature is a set of service steps underneath those fairings, so the cab can still be safely accessed without a ladder when the fairings have been removed for servicing. The Peterbilt Model 579 is an all-around well-designed truck with ample attention afforded to serviceability, comfort and performance. The EPIQ package makes it that much more efficient to operate and that much easier to justify the acquisition cost of investing in a premium truck. And Peterbilt may not be done yet. Gansle told me further improvements to the EPIQ package are already being developed, meaning even greater fuel savings could be on the horizon as early as next summer. .

Wall Street Journal / August 21, 2014 Swedish commercial vehicle maker Volvo AB said Thursday it delivered 15,410 trucks in July, down 9% compared with the same month last year. On a regional basis, deliveries of Volvo-branded trucks in South America declined by 36% to 1,446 units. Sales decreased 17% in Europe, while deliveries increased by 21% in North America. In July, 8,616 of the company's Volvo-branded trucks were delivered, a decrease of 13% compared with the same month last year. In Europe, 2,944 Volvo-branded trucks were delivered during July, down 24% compared with the same month last year. Volvo deliveries in Eastern Europe were down by 27%, mainly due to lower demand in Russia. Demand for Volvo-branded trucks in North America increased by 25% to 2,941 units compared with the same month last year, while deliveries of Mack-branded trucks rose 16% to 1,988 units. Deliveries of Renault-branded heavy trucks in July declined by 15% to 1,597 units compared with the same month last year. Deliveries of UD-branded trucks in July decreased by 1% to 1,574 units compared with the same month last year.

January 4, 2014 To all Mack staff and dealers , Following the release of the Mack Brand Revitalisation in the USA, we are pleased to provide an insight into our local adaptation of this for our Australian and New Zealand markets. In the previous films you would remember that Dean spoke about Mack being the “American Truck you can count on”, and this brand promise stands for us here in Australia as well. However we have identified that we wanted to somehow differentiate ourselves, our truck models, and our unique Australian conditions with a symbol that we would all recognise as our own. With that in mind we would like to preview for you today our localised Mack symbol that with be used to represent our distinctive models that are only available from our production facility in Australia. We are working through the guidelines for the use of this symbol, which we will have to you in the coming months. This is an exciting opportunity for us to be able to recognise our localised approached with its own logo. Please see attached the representation. Don’t forget…. we are Mack, and we were Born Ready!!!” Tracy Griffin Brand Manager Mack Trucks Australia Volvo Group Australia .

Transport Brazil / August 19, 2014 MAN Latin America has delivered 16 more pieces of custom fire apparatus to Brazil’s Sao Paulo Fire Department. Based on the model 17.280 4x2 chassis, these units feature 4-door crew cabs and MITREN brand bodies with 4,000 liter water tanks, 750 GPM Hale pumps, water cannons and roll-up side compartment doors. http://www.mitren.com.br/noticias/243 The 17.280 is powered by a 6.9-liter 275 horsepower MAN D08 engine paired with an Allison 3000 series transmission. The Sao Paulo Fire Department first received two units in 2010, followed by 19 additional units in 2012. .

Press Release / August 21, 2014 After receiving a comprehensive upgrade last year which included new diesel engines, suspension, frame, electronics and a revised cab, Mercedes-Benz has now gone one step further with their Econic model. Available in two purpose-built variants designed for the waste collection and local distribution segments, the Euro-6 Econic NGT features the new M936G natural gas engine. The new six-cylinder in-line powerplant delivers the same performance as a diesel engine while at the same time setting a new benchmark in terms of noise and exhaust emissions. For Mercedes-Benz, sustainability and resource conservation are key to its corporate philosophy. That's why the Econic NGT (Natural Gas Technology) has been available since 2002.Whether running on fossil-based natural gas or biogas from renewable resources, the Econic exceeds the required emissions standards while ensuring that urban centers remain clean and environmentally friendly. With its new, state-of-the-art generation of engines, Mercedes-Benz has further developed its natural gas powertrains to comply with Euro-6 standards. The result is the new Econic NGT 1830 and 2630. The new M936G natural-gas engine in the Econic is based on the 7.7-liter OM936 turbocharged diesel engine. As a mono-fuel engine (gas-powered only), it runs on compressed natural gas (CNG) and has an output of 302 horsepower (222 kW) while delivering maximum torque of 1200 Nm. The single-stage turbocharged engine’s performance is on par with its diesel-powered counterpart, while setting new standards in terms of environmental compatibility, with CO2 emissions up to 20 percent below those of a diesel engine. Using biogas2-further improves the carbon footprint. To a large degree, the new M936G uses the same parts as the OM936 engine on which it is based. The cylinder block and cylinder head are the same, having merely been adapted to run on CNG. Newly developed, on the other hand, are the turbocharger, charge-air ducting, ignition and the entire mixture preparation, including exhaust-gas recirculation. The packaging, however, remains identical, with the natural-gas engine having the same dimensions as its diesel-powered counterpart. The ignition system in a natural-gas engine is identical to that in a gasoline engine. The M936G uses spark plugs with pencil-type ignition coils. They are housed in the same space that originally accommodated the fuel injectors in the diesel engine. The piston combustion cavity has been given a new geometry for natural-gas operation. Similarly to a modern-day gasoline engine, the new natural gas engine employs a stoichiometric combustion ratio of lambda = 1. It uses neither excess air, a lean mixture such as in the previous engine, nor a rich mixture. This results in especially clean combustion allied to high power output and low pollutant emissions. A turbocharger with asymmetrical turbine geometry ensures an excellent response from the engine while at the same time supplying the cooled exhaust gas recirculation, the purpose of which in this case is not to minimize the pollutant emissions, but to lower the exhaust-gas temperature in the interests of durability. For design-inherent reasons, the exhaust-gas temperature in a natural gas engine is higher than in a diesel engine. The fact that combustion is virtually soot-free obviates the need for a particulate filter of the kind now common on diesel engines with the introduction of Euro-6 (EPA2010). As in a spark-ignition (gasoline) engine, emission control is by means of a three-way catalytic converter. While meeting the legally required 80 dB(A) limit, the noise level of the new natural gas engine is even lower across the entire engine-speed range than that of the already quiet OM936 diesel engine. Another advantage of the new natural gas engine is that the extra weight compared with its diesel counterpart has now been halved to just around 500 kg, representing a payload increase of 400 kg over the previous Econic NGT with a wheelbase of 3900 mm. This is due to new gas cylinders in carbon fiber-encased rugged steel specially produced for a lightweight construction. Stop-and-go traffic plays a major role in the daily operations of Econic users while also placing special demands on both engine and transmission. For this reason, the powertrain in the Econic continues to include the Allison six-speed automatic transmission – there's hardly a more agreeable way to navigate in dense urban traffic. The new Euro-6 Econic NGT features new ECO software, which saves fuel while at the same time increasing the ride comfort. At the heart of the Econic concept is the ergonomically low-entry and highly spacious cab with its single-step entrance. Wherever driver and front passenger(s) frequently need to leave the cab in the course of their work, this configuration significantly improves their working conditions. Bearing the design signature of the new generation of Mercedes-Benz trucks, the modern design of the Econic cab is characterized by its new front grille, rugged bumper and standard-fit LED daytime running lamps. The low-entry cab, which has been successfully retained despite the additional space needed for Euro-6 emissions components, also features a redesigned interior. Driver and passenger(s) in the Econic will appreciate the cab more than ever with its tried-and-tested low entry and exceptional roominess. A totally revised cockpit including a new multifunction steering wheel for quicker access to the instrument cluster, and individually positionable switches, provides drivers with the ideal working environment. The relocation of the parking brake and transmission controls to the same height as the steering wheel makes them easier to use, safer and more ergonomic. There is added stowage space thanks to lockable stowage compartments above the front-passenger seats as well as cup holders in the central console. Behind the front-passenger seats there is also further space for up to three drinks bottles. Other highlights of the cab include reconfigured air vents and electrically operated sunblind, which, in combination with more extensive insulation of the cab and engine tunnel, makes for a better working environment inside the cab. Both driver and passenger(s) continue to benefit from a low entry and fully glazed, pneumatically opening folding door on the side away from the traffic. The Econic NGT is available in 4x2, 6x4 and 6x2/4 configurations with electro-hydraulically and progressively steered tag and pusher axles in permissible gross weight ratings of 18 and 26 tons (39,683lb and 57,320lb). The two- and three-axle vehicles come in different wheelbases from 3450 mm to 5700 mm. The cab can be ordered in high (1745 mm inside height) and low (1295 mm) variants. As the Econic offers fundamentally different individual solutions to suit the varying requirements of different operators, new changes to the chassis are of great importance for bodybuilders. For instance, the Econic can be used by local authorities as a waste collection vehicle, by food and drinks delivery firms or by fire services as a vehicle with turntable ladder, or as an auxiliary fire-extinguishing vehicle. In addition, the Econic is now applicable as a tanker or catering vehicle at airports. Uniform hole patterns in combination with a movable end cross member and rearranged components behind the cab result in improved body-mounting ability while providing extra implement-mounting space. The load capacity of the front axle has also been increased to 8 tons (17,676lb). In line with the common-parts concept behind the Econic, the engine, chassis and axles are put together from the same set of basic components used in our large trucks, providing customers with significant servicing and maintenance benefits. The tried-and-tested components of the Econic cab provide class-leading levels of safety. Low and easy entry and exit, air suspension on all axles, large panoramic windsshield with mirror system as well as a fully glazed, electro-pneumatically operated folding door on the side of the vehicle opposite traffic, contribute to the safety of both the crew and other road users while at the same time guaranteeing excellent all-round visibility and minimizing blind spots. Added to this is the vehicle's superb handling owing to a low center of gravity. Introduced earlier than required by law, a stability control system (ESP) makes the new Econic safer, as does the electro-pneumatic braking system. These two assistance systems now augment the existing anti-lock braking system (ABS) and acceleration skid control (ASR) to play a key role in the Econic's safety concept. The new Mercedes-Benz Econic 2630 NGT 6x2/4 powered by the new M936G natural gas engine will be on display at the IAA Commercial Truck Show in Hannover, Germany from September 25 thru October 2. .

Transport Operator / August 21, 2014 Jost has introduced a patented roof diffusor for trailers that promises fuel savings up to 4%. The Jost SDR roof-mounted diffuser has a positive effect in minimizing air turbulence at the rear of the vehicle. The air flowing over the roof is directed through the Jost SDR diffusor, significantly reducing the drag effect caused by the turbulent air by 50 percent. This results in less air swirl and air resistance, and thus substantial fuel savings of up to 4%. The initial cost of the SDR roof diffusor is recovered in just a few months. The Jost SDR diffuser starts working at 25 mph, and delivers maximum results at speeds above 50 mph. Once the turbulent low pressure zone is created at higher speeds, it drags the truck and trailer back. In order to maintain a constant speed, more power and more fuel are needed to overcome this drag. The Jost SDR diffuser compresses air flowing over the roof and pushes the high pressure air into the low pressure area which would normally be created behind the trailer. The SDR diffuser turns this low pressure area into high pressure area, smoothing the air flow to reduce drag, thus reducing the engine’s workload at cruising speeds for enhanced fuel economy. The SDR diffuser has no moving parts and requires no maintenance. As a result of lower fuel consumption, the Jost SDR diffusor also reduces CO2 emissions. Two more benefits of the Jost’s SDR roof diffusor resulting from reduced air turbulence behind the vehicle are most noticeable during bad weather: The rear of the vehicle remains cleaner and the road view of following vehicles is improved, as less spray mist develops behind the vehicle. Installing the Jost SDR roof diffuser on the rear frame of a truck body, trailer or semi-trailer.is simple. .

Transport Brazil / August 20, 2014 The Volkswagen heavy truck unit of MAN Latin America recently provided training to members of the Brazilian army on the operation of their new model 31.320 6x6 Constellation 10-ton tactical trucks. To date, 120 units have been delivered to the Brazilian Army. "For seven years we have developed custom-tailored products for the Brazilian Army. Today, Volkswagen is the army’s second largest supplier of trucks," said Ricardo Alouche, Vice President of sales, marketing and after-sales at MAN Latin America. Based on the Volkswagen Constellation series’ model 31.320, the only 6x6 truck manufactured in Brazil is capable of transporting 10 tons of payload over any terrain with a howitzer in tow. It can ford water up to one meter deep and negotiate a 60% grades and 30% side slopes. Specially developed to meet the needs of the Brazilian Army, the vehicle was tested in extreme conditions and actual operation, surpassing all expectations.. The tactical spec model 31.320 6x6 is powered by an electronically-controlled six-cylinder Cummins ISC engine. A Marmon-Herrington front axle and transfer case is paired with Meritor rear axles. With wheelbase of 3,740 mm, the truck rides on 14.00R20 tires. .

Radio Prague / August 20, 2014 Tatra Trucks rise from the ashes following its predecessor’s bankruptcy seems to be continuing at a steady pace. The company announced at the beginning of August that it had sold more vehicles in the first half of the year than expected and raised its profits estimate for the full year to US$142.5 million. Tatra Trucks also says it has almost sold all this year’s planned production of 745 vehicles and expects to be capable of overshooting its 2014 target by an extra 30 to 50 vehicles. In its latest form, Tatra Trucks is a newcomer founded after its predecessor Tatra a.s. filed for insolvency last year. Owned by Czech businessmen Jaroslav Strnad and René Matera since April 2013, the truckmaker nevertheless sees itself as the follower of a brand whose history spans more than one hundred years. And it now seems to be slowly recovering from years of financial uncertainty caused by complicated ownership and the impact of the financial crisis. Soon after the takeover, a strategy of cautious and targeted production was chosen by the company’s new management, which aims to exploit gaps in the market and focus on producing what Tatra does best – manufacturing heavy off road trucks. The plan, which also saw over 100 workers being laid off to increase output efficiency, seems to be working. The company last year hit its highest vehicle production volume since 2008 and has succeeded in regaining the confidence of suppliers. Tatra’s main customer base continues to be the military, construction and mining sectors. Two thirds of the company’s trucks are delivered to global customers outside of the Czech Republic. One of the company’s sales successes since its restructuring is a deal with the Saudi Arabian army worth US$213.7 million. Tatra’s will supply the trucks in SKD form (semi-knocked down) and final assembly will take place at a newly opened assembly plant in Saudi Arabia. Tatra is seeing a growing trend of trucks being assembled from SKD or CKD (completely knocked down) kits in the country of their destination. In spite of the upbeat tone, the market for all-terrain trucks has shrunk in the past decades. Current world production is around 10 000 units, which is actually close to the number that the Tatra plant alone was producing back in 1989. One of the main reasons behind this is improved infrastructure and better roads in many parts of the world, which has led to a lesser need for such vehicles. However, there is still considerable potential for Tatra in the construction and mining industry as well as military contracts. .

The Moscow Times / August 19, 2014 Russia will guarantee $1 billion of truck maker KamAZ's future debt, as part of a broader government initiative to support vehicle manufacturers struggling with falling sales. The government said it had approved state guarantees for up to 35 billion rubles ($968 million) of debt issuance by KamAZ for up to 15 years. The move is intended to help the truck maker's investment program, including launching new models and upgrading all production lines. KamAZ, which had net debt of 12 billion rubles at the end of 2013, approved the issuance of 35 billion rubles worth of bonds late last year and a further 27 billion rubles in May 2014. It had said it would like the government to back both programs. Russia, Europe's second-largest car market after Germany, is seeing a sharp decline in car and truck sales as its weak economy is put under further pressure by Western sanctions over the crisis in Ukraine. Many Russians have also delayed making large purchases because of a weakening ruble. Shares in KamAZ, in which Germany's Daimler owns 15 percent, jumped more than 9 percent on the government's announcement on Tuesday. "The situation is indeed quite tough. The car market and in particular the truck market is a very accurate indicator of the state of [economic] affairs," Prime Minister Dmitry Medvedev said during a meeting with KamAZ chief executive Sergei Kogogin. "We will of course think how to stimulate this market," Medvedev said, without elaborating. In the past, Russia has supported the industry by subsidizing car loans. It also rescued its biggest carmaker AvtoVAZ with a more than $1 billion bailout in 2009. "The [first] half [2014] was relatively satisfactory — the market was falling but we increased our share … But July-August — there is a high level of watchfulness regarding what's going on. In my opinion, consumers are simply going into standby mode," KamAZ's Kogogin said. He estimated that the truck market was down 18 to 20 percent, without specifying the period. .

CAT CT660

In order to have a chance at selling to the U.S. military, it was necessary for foreign truckmaker Volvo Group to create a shell company in the U.S., and hence the birth of the Mack Defense unit of Volvo Group Trucks Sales & Marketing Americas. Mack Defense's entire range of tactical vehicles is from Renault Trucks Defense (http://www.renault-t...e.com/en/range/), a wholly owned Volvo Group subsidiary since December 2012. I don't expect the U.S. Department of Defense to walk away from Oshkosh, Navistar or other American suppliers any time soon to purchase French military vehicles from a Swedish truckmaker.

Established in 1850 and at one time a producer of aircraft and automobiles, the Czech Republic’s Tatra builds some of the most rugged and versatile trucks in the world. The off-road capabilities of Tatra trucks are such that Oshkosh looks onto the European company with envy. The U.S. military has operated Tatras overseas. Initial units were donated by the Czech Republic to the U.S. Army (T815s operated by the 2nd Air Defense Artillery Regiment) as their contribution in Operation Desert Storm. The U.S. Army was so impressed with their Tatras that they later purchased more in the U.S. from the American Truck Company (ATC), a joint venture created by Terex who for a time held a majority interest in Tatra. https://www.youtube.com/watch?v=NvtckL1XG40 One of the many unique aspects of Tatra’s engineering that you will find of interest is the use of a central load-carrying tube, and axles with independently suspended swinging half-axles, that are bolted together into a single integral unit. http://www.tatratrucks.com/why-tatra/tatra-vehicle-design/tatra-vehicle-design-1/ https://www.youtube.com/watch?v=NjLtO5msx1M http://www.tatratrucks.com/ http://www.offroadtrucks.com.au/tatra-in-action/ In 2009, Navistar Defense and Tatra formed an alliance. In 2010, they won a bid from the Canadian Department of National Defense Standard Military Pattern (SMP) vehicle program to replace Canada’s Medium Logistics truck fleet. http://www.navistardefense.com/staticfiles/navistardefense/vehicles/atx/ATX.pdf http://www.navistardefense.com/NavistarDefense/vehicles/atx/atx_6 http://www.navistardefense.com/navistardefense/vehicles/atx/atx_8

No one ever described the Mack MH Ultra-Liner as a thing of beauty. It's no nonsense front fascia had “bite”, a business-focused attitude, fitting for a pedigreed bulldog. After all, performance counts. 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. There’s no doubt in my mind that the Mack Ultra-Liner was the finest heavy COE ever designed by a U.S. truckmaker. Period. The Ultra-Liner was retired long before its time. It could have easily been developed forward, to remain a cutting edge product in the global COE market. When you consider the Freightliner Argosy 2, Kenworth K200 and International 9800i sold today (in global markets), an updated Ultra-Liner or a totally evolved Ultra-Liner II would be a far superior truck.

Attend the IAA int'l truck show next month, or tour the Scania final assembly plant and museum, and I promise you'll get the feeling. Experiencing the global truck market will open your eyes. And what with European truckmakers now dominating the U.S. truck market, it would be useful for you to better understand them on their home turf. http://www.e-magin.se/v5/viewer/files/viewer_s.aspx?gKey=p54hp1mc&gInitPage=1 http://www3.scania.com/en/New-V8-truck-range/Line-up/

Truck News / August 18, 2014 Third-party engine tuning is a contentious issue. OEMs generally recommend against it, and it can void an engine’s warranty. However, some fleets and owner/operators swear by it, citing double-digit fuel economy gains. FPInnovations’ Project Innovation Transport (PIT) group says it has received funding from the province of Quebec to test engine programmers to see if they can actually improve fuel economy and reduce emissions. The funding was announced by Pierre Arcand, Quebec’s Minister of Energy and Natural Resources. Results will be made public, since the government is funding the project. Partners in the project include Cummins Eastern Canada, Cascades Transport and the Societe des Alcools du Quebec. PIT says it conducted a survey among members and partners that found there is a lack of knowledge around engine optimization. The organization points out more than 80% of truck engines are sold with default parameters, and may not be optimized for their specific duty cycles. Appropriate engine programming could provide fuel savings of 10-15%, PIT claims. “The entire road transport sector will benefit from the PIT Group’s research on engine programming. In our opinion, a direct source of fuel savings is waiting in the wings behind engine programming, and a better understanding of engine programming will help all industries improve their energy performance,” said Pierre Lapointe, president and CEO of FPInnovations

Trailer/Body Builders / August 18, 2014 Navistar is offering the Allison Transmission FuelSense fuel-efficiency package on its medium-duty and vocational International truck models. FuelSense, available in Allison’s 1000, 2000, 3000 and 4000 series transmissions, automatically adapts shift schedules and torque, maximizing transmission efficiency based on load, grade and duty cycle, without sacrificing performance. “Allison’s internal testing shows FuelSense cuts fuel consumption by up to 20 percent depending on duty cycle and application,” said Steve Gilligan, vice president, product and vocational marketing, Navistar. “Through electronic software calibrations and mechanical improvements, the new features address powertrain efficiency, one of the many leading attributors to fuel economy.” FuelSense features are incorporated in part or completely in three levels: FuelSense Basic, FuelSense Plus and FuelSense Max. All features are available in the 3000 and heavy-duty 4000 series and will be available in the 1000 and 2000 series transmissions later this year. FuelSense features include: • 5th Generation smart controls, acceleration management and a precision inclinometer • EcoCal shift technology to keep engine speed at the most efficient level • Dynamic Shift Sensing to automatically sense when low-engine speed shifts can be made • Neutral at Stop eliminates the load on the engine when the vehicle is stopped to reduce non-productive fuel consumption and reduce emissions • Acceleration Rate Management relegates engine power to match acceleration curves and control engine torque “This is a great option for customers who operate in high density city environments or have demanding start and stop duty cycles and seek fuel economy improvements and cost savings,” Gilligan said. “We have seen FuelSense perform well in the International ProStar with the Allison TC-10 transmission and we are excited to now include this as an option on our medium-duty and vocational products.”

Press Release / August 15, 2014 Customers in Belgium, Luxemburg and the Netherlands have rushed to purchase one of the 75 limited edition Scania Red Passion. The spectacular flame red design is immediately recognisable and will undoubtedly be an eye-catcher along roads. The first three Red Passion have recently been delivered and the remainder will reach owners within short. The truck combines a powerful and fuel-efficient 580 hp Euro 6 V8 engine with a generously equipped Topline cab. The Red Passion is available both in 2- and a 3-axle tractor versions. The 2-axle truck has a fifth wheel and a 1,500-litre fuel tank. The 3-axle version is equipped with a retractable steered pusher axle and a 715-litre fuel tank. Both tractor units have Alcoa Dura Bright Evo rims with Michelin tires and an air-sprung 8-tonne front axle. Complementing the deep-red cab, the front grille, mirrors and contour edges around the side windows are painted in black. The chassis, wheel hubs and fifth wheel are also black. The design is further reinforced by the sun visor, which has four LED spotlights. The nameplate lighting above the windscreen is also illuminated by LED lighting. The truck comes with a complete set of safety systems, including Scania Adaptive Cruise Control, Advanced Emergency Braking and the Electronic Stability Program. But there is even more. In order to ensure an ultimate feeling of luxury, the Red Passion has been equipped with a premium radio/navigation system with steering wheel controls and subwoofer and more than ample speakers in doors. By the bed, a DVD player and a flat screen have been installed. The black leather seats have red stitching and the door sills are engraved with Red Passion logo and the limited edition series number from 1 to 75. . .

Penske Commercial Vehicles, based in Brisbane, Australia, has announced a new venture with Penske Truck Leasing to offer commercial truck rental services in Australia. The venture, Penske Commercial Leasing Australia, will operate under the brand name Penske Truck Rental. The collaboration combines Penske Truck Leasing’s fleet operations expertise with the market knowledge of Penske Commercial Vehicles. Penske Commercial Vehicles, which operates the Brisbane Truck Centre, is a wholly-owned subsidiary of Penske Automotive Group and has exclusive distribution of MAN and Western Star Trucks in Australia and New Zealand. “We have an ambitious growth plan for our truck leasing and rental businesses,” said Brian Hard, president and CEO, Penske Truck Leasing. “This new location will serve as a foundation for us to begin expanding and serving commercial truck fleet customers throughout Australia.” Penske Truck Rental is now open in Australia and offers the latest prime movers from MAN and Western Star. The new truck rental office is located within the Brisbane Truck Centre in Queensland at 1543 Ipswich Rd. Rocklea. The rental office is open weekdays 8 a.m. to 6 p.m. and Saturdays from 8 a.m. to noon by appointment. Call (07) 3715 1844 or visit www.pensketruckrental.com.au to inquire about truck rentals. “We’re excited to bring a new level of customer service as well as quality, well-maintained rental vehicles to Australia’s trucking and logistics industry,” said Adrian Beach, general manager of Penske Commercial Leasing Australia. “We plan to expand rental services into other areas in coming months.” Penske Truck Rental’s operation in Australia will initially consist of a 20-truck fleet of high-specification MAN and Western Star prime movers. Each unit will be professionally maintained to maximize reliability, fuel efficiency and availability. Penske Truck Rental offers MAN TGS 6×4 prime movers powered by the 540 horsepower MAN turbo diesel coupled to 12-speed Tipmatic transmission along with both Western Star 4864 FS2 and Western Star 4864 FXC prime movers. The FS2 features a day cab while the FXC is equipped with a sleeper-cab. Both are powered by a 560 horsepower DD15 turbo diesel, coupled to Eaton’s UltraShift Plus transmission. “To help ensure convenience and productivity all Penske rental trucks are equipped with toll transponders, GPS units, and have full fuel tanks on pick up,” said Beach. Founded in 1969, Penske is one of the premier truck rental and leasing brands in North America. The company operates and maintains one of the largest truck fleets consisting of more than 200,000 vehicles and it employs more than 20,000 people worldwide. .

Australasian Transport News / August 15, 2014 There are major positives but also a couple of concerns with Mack’s Super-Liner in 34-pallet B-double application. We recently had the privilege of testing out Mack’s big Super-Liner in the application the famous Dog brand is promoting – east coast linehaul. The rig we drove was powered by the Super-Liner’s 16-litre MP10 engine, putting out 600hp (441kW) with 2800Nm of torque, and matched to the 12-speed m-Drive AMT (automated manual transmission). The 5.35m wheelbase unit with 1,600 litres of fuel capacity was hooked up to a set of tautliner B-doubles carrying concrete blocks, with the entire combination grossing 58 tonnes. This configuration is capable of holding 34 pallets in the 26 metre B-double envelope. The compromise is a 36 inch (915mm) sleeper. Fun drive We took the Super-Liner on a NSW run from Albury to Wagga on the Olympic Way; from Wagga to near Tarcutta on the Sturt Highway; and then on to Sydney along the Hume Freeway. Just as Mack claims, the sync between the engine and the transmission is seamless. You just don’t notice any bad gear changes from the m-Drive AMT box. There’s plenty of grunt of course. We slowed down to 35km/h up Wagga Hill but if you want to go faster you can always boost the power to 685 horses. The bonnet gives a feeling of security but slopes down well, thanks to the splayed chassis rails at the front, allowing the engine to sit lower than in Super-Liners of old. The standout feature in my book is comfort while retaining good road feel, thanks in no small part to the relatively long wheelbase, air cab supports and excellent Isri seat. There are a couple of very rough sections on the Olympic Way, but the big Super-Liner handled the sharp undulations with ease. Most importantly, it held its line perfectly as we passed other trucks on particularly bad stretches of single-lane, without any wallow or sway. There’s no need to fight the steering wheel. Out on the freeway, you could be in your lounge chair at home. It’s remarkably quiet inside the cab, and the radio covered the sound of a couple of minor squeaks and rattles the truck has developed after 270,000 k’s as a fleet seed truck. I took the Super-Liner into the Shell at Sutton Forest, knowing there’s a tight little roundabout involved. The truck passed the vision and manoeuvrability test well; and then reversed into a parking bay as well as can be expected in a bonneted truck. Downsides There’s one potentially big problem with the version of Super-Liner we drove – you can’t stand up in it, and that could be an issue for someone who spends all week or longer in their truck. Mack says a high-rise walk-through cab is under evaluation, and it seems inevitable they will have to offer one for 34-pallet work sooner or later: after all, it’s hard to think of any cab-over or bonneted competitor that doesn’t. I have another quibble too: to take the truck off cruise control, you have to either take your eyes off the road to turn the dash button off – which means re-setting all over again – or touch the brakes, which you don’t want to do on the crest of a hill with some clown right on your tail. In contrast, the Volvo stable-mate has an engine brake stalk to the right of the steering wheel, which, without having to look, you can pull down to knock yourself out of cruise control.

Washington D.C. / July 31, 2014 U.S. Sen. Jim Inhofe (R-Okla.) and Sen. Joe Donnelly (D-Ind.) today introduced the Natural Gas Long Haul Truck Competitiveness Act of 2014 (S. 2721), a bill that would level the playing field between diesel and natural gas long-haul trucks by allowing them to carry the same amount of freight. Due to natural gas fueling systems weighing roughly 2,000 pounds more than diesel systems, trucks running on natural gas are forced to carry less freight under current federal weight restrictions. Bill Summary: Natural Gas Long Haul Truck Competitiveness Act of 2014 - Directs the Secretary of Transportation (DOT) to issue regulations to allow natural gas vehicles to exceed any federal weight limitations to operate on the Interstate Highway System by an amount equal to the weight of the vehicle attributable to the natural gas tank and fueling system, less the weight of a comparable diesel tank and fueling system. “Natural gas is a clean and affordable domestic energy resource that has the potential to drive American energy independence to reality,” said Inhofe. “The additional weight of natural gas fueling systems eats into the total the trucks are allowed to weigh with freight under current federal regulation, leaving it at a disadvantage to its diesel counterpart. This legislation brings the federal regulation for long-haul trucks into the 21st century by giving natural gas powered trucks the ability to compete on the same playing field in the amount of freight it can transport. I am proud to work with Sen. Joe Donnelly on this bipartisan bill that recognizes the vast potential of natural gas for powering the next generation of vehicles." “Supporting natural gas-powered vehicles is a part of the all-in approach to American energy that we need,” said Donnelly. "While the standards in this bill are currently in place in Indiana, we need to expand them across the country so more companies are encouraged to make the investment in natural gas-powered vehicles. I am pleased to join my colleague, Senator Inhofe, in introducing this bipartisan legislation that would encourage businesses to use natural gas when transporting their freight and products.” "NGVAmerica applauds Sens. Jim Inhofe and Joe Donnelly for their legislation to allow natural gas trucks to exceed federal weight limitations when operating on the Interstate Highway Systems,” said Rich Kolodziej, president of NGVAmerica. “Despite the many positive attributes of natural gas trucks including competitive fuel costs and environmental benefits, there is still a constraint to owning and operating a natural gas vehicle because of the Federal rules on highway truck weights. The extra weight of natural gas tanks, both CNG and LNG and associated equipment (pumps, hoses etc.), means that a natural gas truck cannot carry the same amount of freight as a diesel truck given the weight limits on Federal highways. This causes a revenue loss of up to 2 to 3 percent due to reduced payload. Legislation such as this will help accelerate the growth of the NGV market and provide our country with the environmental benefits and greater energy independence that comes with using clean domestic natural gas as a vehicle fuel.” “We applaud the bipartisan efforts of Sens. Inhofe and Donnelly to encourage the adoption of natural gas fueled trucks. When considering the many benefits of natural gas, using more of it to power vehicles is the smart business choice,” said Frank Macchiarola, executive vice president of Government Affairs at America’s Natural Gas Alliance. "We commend both Senators for eliminating policies that discourage the adoption of cleaner burning fuels like natural gas and we look forward to working with them on this common-sense measure.” "Natural gas holds great promise for our industry and our economy, and as such, we applaud the efforts of Sen. Inhofe and Sen. Donnelly to look for solutions to the challenge of realizing this promise,” said Bill Graves, president and chief executive officer of American Trucking Associations. "While there are still many details and specifications to address on this complex issue, we look forward to working with them on this important energy and transportation matter.” “Updating the weight allowance for heavy-duty trucks offers a common sense solution to helping natural gas vehicles compete fairly in the market at no additional cost to the U.S. Treasury,” said Dr. Kathryn Clay, vice president of Policy Strategy at the American Gas Association. "By ensuring that drivers do not need to choose between operating with full payloads or using clean, domestic natural gas, this forward-thinking legislation removes an unfair barrier to natural gas vehicles, and will help drivers save money on fuel costs, lower tailpipe emissions and reduce dependence on oil from unstable nations." "We thank the Senators for introducing this legislation which eliminates a disincentive impeding the adoption of natural gas vehicles in the heavy duty truck industry,” said Dave Crompton, president of Cummins' Engine Business. "We continue to look for different ways to help our customers be as successful as possible and natural gas provides an additional cost-effective alternative for some of them." ________________________________________________________________ Congressional Bills113th Congress, 2nd SessionFrom the U.S. Government Printing OfficeH.R. 3940 Introduced in House To amend title 23, United States Code, with respect to weight limitations for natural gas vehicles, and for other purposes. IN THE HOUSE OF REPRESENTATIVES January 28, 2014 Mr. Graves of Missouri (for himself and Mr. Terry) introduced the following bill; which was referred to the Committee on Transportation and Infrastructure_______________________________________________________________________To amend title 23, United States Code, with respect to weight limitations for natural gas vehicles, and for other purposes.Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled,SECTION 1. SHORT TITLE. This Act may be cited as the ``Natural Gas Long Haul Truck Competitiveness Act of 2014''.SEC. 2. WEIGHT LIMITATIONS FOR NATURAL GAS VEHICLES. Section 127 of title 23, United States Code, is amended by adding at the end the following: ``(j) Natural Gas Vehicles.--Not later than 90 days after the date of enactment of this subsection, the Secretary shall issue regulations to allow a vehicle, if operated by an engine fueled primarily by natural gas, to exceed any vehicle weight limit under this section by an amount that is equal to-- ``(1) the weight of the vehicle attributable to the natural gas tank and fueling system carried by such vehicle; less ``(2) the weight of a comparable diesel tank and fueling system.''.

Wall Street Journal / August 13, 2014 Truck driver turnover is always chronic, but it’s getting especially urgent now that the economy is gaining steam and railroads are losing it. Demand for trucking is rising. But long haul trucking is a fragmented industry that pays its truck drivers in cents per mile. It generally doesn’t pay for the time they sit around waiting for shippers to load or unload or any of the other inconveniences of the job. That’s just the way it is. So a recent blog post by trucking company Ryder System was unusual, to say the least. For starters, it sounded more like Silicon Valley than trucking. “Drivers are a precious resource,” wrote William P. Townsend, Ryder’s Group Director of Labor Strategy. Once on board, “the next step is to keep them happy and loyal.” Understand this is not an industry that mollycoddles drivers. It hardly trains them. The Owner-Operator Independent Drivers Association is calling for mandatory training and driver education for all entry-level truck drivers. Drivers are paid when the wheels are turning. They aren’t paid for time (or miles) lost because of traffic, construction, a break-down or delays–often for hours–caused by shippers or receivers. They often miss holidays, birthdays and weekends. They never know when, because delays and route changes are so unpredictable. So how does Ryder propose to keep truck drivers happy? Improve their quality of life. Some companies promise truckers predictable time at home, Mr. Townsend says, citing a survey that identifies lack of it as a top sticking point. Make trucking a career path and not just a job, with defined expectations and goals and the ability to transition into other positions at the company, he suggests. Sound crazy? Not so much, when you consider that David Abney, who becomes chief executive of United Parcel Service Inc. Sept. 1, drove a truck early in his career. To retain drivers, some companies are “exploring benefit options,” the blog post says, including change to vacation policies. Drivers also appreciate being treated with respect. “Drivers want to feel like they are a part of the company they are working for,” Mr. Townsend says. So companies are asking them to serve on safety committees or help design routes. All this may sound like common sense in most industries, but Mr. Townsend is addressing the elephant in the room for the highly fragmented trucking industry, where thin margins and low labor costs have been part of the business model. As demand rises and supply tightens, that has to change. Employers will have to pay up and find other ways to keep drivers. All this is easy for Mr. Townsend to say. Ryder employs about 6,000 drivers as part of its supply chain solutions business. Those drivers get lots of training. They are generally assigned to specific routes and Ryder customer accounts. They can be asked to wear a Ryder customer’s uniform and interact with the customers of Ryder’s customers. So retaining them is especially important to Ryder. Each year, it rewards its top drivers by sending them on a cruise. The formula seems to be working. Ryder posted record second quarter earnings recently, beating its own forecast, and its stock price is on a roll.

My friend, customers do not dictate to Volvo what products the company should sell...........rather Volvo dictates to customers what they will buy. You are lacking in your understanding of "The Volvo Way".

Australasian Transport News / August 14, 2014 The 34-pallet B-doubles and B-triples a new target for 16-litre MP10 engine coupled with m-Drive AMT. Mack is pushing the credentials of its Super-Liner model for linehaul work, focusing on the east coast’s Melbourne-Sydney-Brisbane corridor. The Super-Liner is powered by the 16-litre MP10 engine, pushing out either 600hp (441kW) or 685hp (504kW). Up to now the main Macks sighted on freeway linehaul work have been the 13-litre Tridents hauling 34 pallets and the Super-Liner with 52-inch cab pulling 32 pallets. However Mack has been taking truck media on drives of a Super-Liner with a 36 inch (914mm) sleeper capable of towing 34 pallets (see our review tomorrow). "We've traditionally been really good in vocational and heavy applications," Mack vice president Dean Bestwick says. "But now linehaul is a significant chapter in our book that we want to start to re-write." And it’s no wonder. According to the federal Bureau of Infrastructure, Transport and Regional Economics (BITRE), the interstate road freight task is expected to more than double by 2030. Bestwick says the synchronised driveline of Mack’s MP8 and MP10 engines coupled with the 12-speed m-Drive AMT (automated manual transmission) allows the choice of Trident or the larger Super-Liner to be tailored to customer’s linehaul needs. "The significant one at the moment is B-triple applications," says Bestwick, adding he expects triples to "take off" on east coast linehaul. "So once we start getting greater than 80 tonnes, that's where the Super-Liner seems to come into its own. " Bestwick says the transmission build for Super-Liners is running at an "astounding" 96 per cent m-Drive at the moment, and that AMT is extremely popular throughout the Mack range. "It covers off on every GCM," he says. "We’re going from 70 tonnes (154,000lb) all the way through to 290 tonnes (639,000lb), so it's such a versatile transmission in all those applications, and that's been a game changer for us. "We’ve got some very good drivers that we deal with, and they've come back to us and said ‘We know it's working well because it changes gear everywhere I changed’." "That's people that have accolades for driving in their businesses and in the industry, so for us that means the transmission knows what it's doing. It's nearly pre-emptive." Bestwick also says there has been "significant demand" from customers for the factory-fitted option of roll stability program, which has recently become available in Super-Liners. http://www.bigmacktrucks.com/index.php?/topic/30035-mack-australia-trident-a-well-kept-secret/ http://www.bigmacktrucks.com/index.php?/topic/30049-mack-australia-building-the-super-liner-better-than-ever/ .

http://www.macktraq.com/installs/cd/disk1/general/!288_GU7_12B.pdf http://www.macktraq.com/installs/cd/disk1/general/!290_GU7_12B.pdf