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Heavy Duty Trucking / May 7, 2015 Kenworth is offering Eaton's 10-speed UltraShift Plus VAS transmission on selected medium-duty trucks for the first time, including the T370, T440 and T470 equipped with the 8.9-liter Paccar PX-9 engine (aka Cummins ISL). The transmission is recommended for construction, refuse, municipal pickup and delivery, and agricultural applications. It provides select Kenworth medium-duty trucks with an alternative to manual or traditional automatic transmissions. By using an electronic clutch actuation system, with a system that enables quick shifts and clutch engagement regardless of engine RPM. The system automatically selects an appropriate start gear and adapts shifts based on driving environment. The transmission can handle the maximum torque rating of any medium-duty engine, according to Kenworth and provides more control of engine and transmission functions for automated shifting and vehicle launches. The UltraShift Plus VAS features Hill Start Aid, creep modes, auto neutral, and engine and clutch over speed protection. The transmission employs grade sensing, weight computation and driver throttle commands for better reliability and performance during launch and shift decisions. “Kenworth has an excellent partnership with Eaton, and our medium-duty truck customers will benefit from the performance and value of the Eaton UltraShift Plus VAS transmission option for the Kenworth T370, T440 and T470,” said Kurt Swihart, Kenworth marketing director.

Trailer/Body Builders / May 7, 2015 Fourteen fleets operating more than 53,000 tractors and 160,000 trailers achieved fuel savings of $477 million in 2014 by adopting a variety of fuel efficiency technologies, according to the Annual Fleet Fuel Study released by the North American Council for Freight Efficiency (NACFE). These fleets represent a growing focus on fuel efficiency in the industry. The fleet improvements save $9,000 per year per truck, with an estimated payback period of two and a half years, and reduce their carbon emissions by 19%. This year’s study found the adoption of fuel-saving technologies had increased from 18% in 2003 to 42% in 2014. As a result, the 14 fleets have achieved 7.0 mpg on average for all their trucks, while their 2015-model-year trucks have reached as high as 8.5 mpg. That is well above the national average of 5.9 mpg, reported by the U.S. Department of Transportation’s Federal Highway Administration. The 14 fleets included in the study achieved this high level of fuel efficiency by adopting a combination of nearly 70 currently-available technologies and engaging the resources and guidance of Trucking Efficiency, a joint effort of NACFE and Carbon War Room (CWR). “The dramatic improvement in fuel economy of the leading fleets this year is exciting,” says Mike Roeth, operation lead for CWR’s Trucking Efficiency and executive director of NACFE. “If we can get the owners and operators of the 1.5 million tractor-trailers on the road today to invest in more of these technologies, we will see significant reduction in fuel consumption.” Major trucking fleets like Con-way Truckload, Frito Lay, and Schneider are actively pursuing fleet-wide fuel savings and seeing on-the-road results from adopting recommendations from Trucking Efficiency’s Tech Guide and Confidence Reports on individual trucking technologies. Trucking Efficiency has completed Confidence Reports on tire pressure systems, 6x2 axles, idle reduction, transmissions, and engine parameters. "We have been aggressively pursuing fuel savings and freight efficiency for many years,” says Steve Hanson, director of fleet engineering at Frito Lay. "Through collaboration with tractor builders and aerodynamic-device and fuel-system suppliers, we are now able to get the aerodynamics we desire on our latest tractors. This will help us continue to increase our overall fleet-wide fuel efficiency." Con-way Truckload, another exemplary fleet, saw major success in equipping 48% of their fleet with automated manual transmissions. “We will continue to buy automated manual transmissions as they are providing fuel savings and drivers appreciate their performance,” says Randy Cornell, vice president of maintenance and asset management at Con-way Truckload. Since 2011, NACFE has conducted its Annual Fleet Fuel Study to report on innovative fleets that have committed to improving fuel efficiency. Fleets that participated in the study shared their implementation experiences as well as best practices for using these technologies. The study provides insights to help other fleets make decisions about adding these fuel efficiency technologies and practices in the future. With upcoming Confidence Reports on tires, maintenance, downspeeding, lightweighting, and other technologies, Trucking Efficiency will continue to promote fuel savings opportunities in the industry. "Fleets saved $477 million in 2014 by investing in efficiency technologies. These savings will grow as other fleets learn from their leadership," says Mike Roeth.

Australasian Truck News (ATN) / May 7, 2015 A greater proportion of heavy vehicles and longer “gap acceptance” times mean road designers should shift their focus away from passenger cars Austroads has completed a four-year research project investigating the impact of more heavy vehicles on the national road network. It has found Australia’s growing heavy vehicle fleet is changing the basic requirements of road design. The project report, Road Design for Heavy Vehicles, analyses data on heavy vehicle crashes from around Australia and New Zealand. It also undertook its own direct field research to analyse the gap acceptance times – the amount of time and space required for a vehicle to turn through oncoming traffic – for heavy vehicles manoeuvring through a range of intersection types. Among its recommendations is a call for road designers to focus more on heavy vehicles than passenger cars. Wider lanes on some arterials roads, for example, will help longer vehicles navigate turns. "Where triple or larger road trains are expected designers should consider wider lanes," the report advises. "Lanes may also need to be widened on curves to allow [the] additional ‘tracking’ required by trucks." Changes to road alignments and grades could also help make driving smoother and safer for heavy vehicles. About 20 per cent of casualty crashes involving heavy vehicles occur on crests and grades in rural areas, Austroads’ research found. Heavy vehicles are also at risk of overheating on particularly steep climbs. "To overcome the operational and safety problems associated with heavy vehicles driving on an upgrade road, authorities often provide truck climbing lanes," Austroads says. "On relatively long or steep downgrades, road authorities may provide truck roadside parking strategically located, to allow drivers to stop and check the temperature of the brakes, and if necessary allow them to cool." Likewise, road shoulders are found to be an important consideration on rural roads. Degraded shoulder conditions, such as excess loose material or steep edge drop-offs, can lead to greater crash risks for heavy vehicles. But Austroads says there is a limit to how much back-up bitumen road designers can provide. "While shoulder sealing provides a marked improvement in safety, increasing shoulder width to greater than 2.5 metres on two lane roads may increase crash risk as some drivers might treat the shoulder as an additional lane." Further factors highlighted in the report include pavement surfaces, the availability of rest areas, and speed differentials between traffic on carriageways and accompanying service roads. The Austroads Road Design Taskforce will now critically review the report and its suggested amendments to the national Guide to Road Design.

After Cummins in 2012 began developing a 15-liter spark-ignited natural-gas engine (ISX15 G) outside its joint venture with Westport, the relationship soured. Now that engine has been put on hold, but the relationship still is not as before. Cummins is planning for a total in-house package.

The relationship between Westport and Cummins has cooled in recent years, possibly because Westport is growing their business (an understandable need for long-term sustainability) by entering into agreements with other global engine makers in addition to Cummins. This is why Cummins is now investing in Agility Fuel Systems. Not that another entity isn't capable of creating a better mouse trap, but I personally still favor Westport's technology.

Reuters / May 6, 2015 Andreas Renschler, the board member in charge of commercial vehicles at Volkswagen Group, will replace Ferdinand Piech as chairman of truck maker MAN SE. Piech resigned from all his supervisory board posts including the VW chair on April 25 after losing a showdown with VW CEO Martin Winterkorn. Volkswagen said on Tuesday it was creating a commercial vehicles group to align its truck divisions MAN and Scania, pushing its long-standing ambition to become Europe's largest truck maker, which was a pet project of Piech's.

Green Car Congress / May 4, 2015 Wrightspeed Inc., a developer of range-extended electric vehicle powertrains for medium and heavy trucks, has unveiled the Fulcrum, a new proprietary turbine generator for use in its “Route” family of electric powertrains. (Route for Class 3-6, Route HD for Class 7-8) The new 80 kW Fulcrum is a radial inflow, axial turbine, intercooled and recuperated. Fulcrum is a single shaft machine, the generator runs at turbine speed (~100,000 rpm). Weighing in at 250 lbs (113.4 kg), the Fulcrum is approximately 1/10th the weight of its piston generator counterparts and it is designed to have a 10,000-hour lifetime. The Route extended range electric powertrains incorporate a range-extending genset designed to recharge the high-power battery pack (currently from A123 Systems) and Wrightspeed’s own geared traction drive (GTD). Wrightspeed, founded by Ian Wright, one of the original co-founders of Tesla Motors, has used a 65 kW Capstone microturbine in earlier Route powertrains. The 65 kW Capstone unit weighs 300 lbs (136.1 kg), for a power-to-weight ratio of 478 W/kg. By comparison, Wrightspeed’s new Fulcrum microturbine offers a power-to-weight ratio of 750 W/kg. With Fulcrum, on which the company has been working for about 3 years, Wrightspeed now owns 100% of the Intellectual Property of its powertrain products. A two-stage compression process and novel recuperation design make the Fulcrum 30% more efficient than existing turbine generators, while tripling usable power. Its multi-fuel capabilities allow it to burn diesel, CNG, LNG, landfill gases, biodiesel, kerosene, propane, heating oil, and others. In addition, the Fulcrum will make for a smooth, comfortable ride for drivers and a quiet, clean experience for neighborhoods because of its ultra-low vibration. Microturbines operate on the Brayton Cycle. Atmospheric air is compressed and heated (usually by introducing and burning fuel); these hot gases then drive an expansion turbine that drives both the inlet compressor and a drive shaft. Other than the size difference, microturbines differ from larger gas turbines in that they typically have lower compression ratios and operate at lower combustion temperatures. To increase efficiency, microturbines can recover a portion of the exhaust heat in a heat exchanger (recuperator) to increase the energy of the gases entering the expansion turbine, thereby boosting efficiency. There have been a number of problems with automotive applications of turbines, Wright noted, among them fuel economy and efficiency, and cost. While turbines have seen great success in aviation, a fundamental challenge with the use of a turbine as the main traction engine in an on-road vehicle is that turbines are not efficient at low-load points; they are only efficient at full power, noted Wright. In other words, fuel economy is a significant problem. However, he added, the advent of the range-extended EV architecture alters the operational requirements significantly; instead of coping with varying load, the turbine can operate at its most efficient point—similar to the high efficiency large-scale turbines used in power generation—to produce power for the battery pack, which in turn powers the electric motors. The automotive industry is in the midst of a fundamental disruption, with electric vehicles merely symbolizing the beginning of the movement. The Fulcrum, together with our range-extended EV architecture, is perfectly suited for achieving maximum efficiency in extremely high-power stop-and-go applications, such as garbage trucks. For many of the same reasons that aviation changed from piston engines to turbines decades ago, we believe turbines will begin to replace piston engines in range-extended electric vehicle applications. It doesn’t matter what the driver is doing, you operate the turbine only at its most efficient point. It’s only 250 lbs, incredibly clean and also multi-fuel. It has all those advantages. —Ian Wright Further, Fulcrum’s design with its intercooler, recuperator and pressure ratio enables a higher efficiency than usually seen in this class of turbine, Wright said. A further disadvantage for turbines in automotive applications has been cost. Wrightspeed addressed that by deliberately designing Fulcrum for low cost manufacturing, leveraging turbocharger technology with great economies of scale at this point. Wrightspeed emphasizes the use of high-power batteries rather than high-energy batteries in its powertrain. One of the things that enables the story is that the batteries have become extremely reliable and long life, even when at high power. We use the smallest pack we can. In general, we save fuel in three separate ways: first is with a grid charge; second is regenerative braking—we run very high power regen, much, much higher than anyone and we pretty much avoid the use of friction brakes; and third is running the engine at the sweet spot. —Ian Wright None of those three approaches work very well in long-haul trucking in which the big rigs with optimized engines and gearing are cruising for long stretches at an optimal, constant speed. On the other hand, a big rig in an urban environment is just horrible at fuel efficiency, Wright said. As a result, the Route extended range electric powertrain is ideally suited for urban environments. FedEx, which is already running a couple of trucks using the Route powertrain, has ordered 25 more. .

Cummins Westport introducing new ISB6.7 G mid-range natural gas engine Green Car Congress / May 6, 2015 At the opening reception at ACT Expo in Dallas, TX, Cummins Westport Inc. will unveil the ISB6.7 G, a 6.7-liter medium-duty, factory-built dedicated natural gas engine for school bus, shuttle bus, medium-duty truck and vocational applications. The new ISB6.7 G is currently in field trials with full production expected to commence in mid-2016. The ISB6.7 G natural gas engine is based on the Cummins ISB6.7 diesel engine platform, the industry leader in the Cummins medium-duty engine family. The ISB6.7 G will operate exclusively on natural gas (CNG or LNG) utilizing Cummins Westport’s proprietary spark-ignited, stoichiometric combustion with cooled exhaust gas recirculation (SEGR) technology, first introduced with the 8.9-liter ISL G. The SEGR technology was introduced with the ISL G in 2007, and was developed to meet 2010 EPA emission requirements. The cooled-EGR system passes exhaust gas through a cooler to reduce temperatures before mixing it with fuel and the incoming air charge to the cylinder. Stoichiometric combustion in combination with cooled-EGR offers increased power density and thermal efficiency. It also reduces in-cylinder combustion temperatures and creates an oxygen-free exhaust, which then enables the use of a three-way catalyst (TWC) for NOx control. The ISB6.7 G TWC is packaged as a muffler and is maintenance-free. No diesel particulate filter or selective catalytic reduction aftertreatment will be required. The 6-cylinder ISB6.7 G will offer up to 260 hp (194 kW) and 660 lb-ft (895 N·m) of torque, and will be available with both manual and automatic transmissions. The ISB6.7 G shares many base engine components with the ISB6.7 diesel engine and shares the emissions architecture of the ISL G and ISX12 G, including wastegate turbocharger, a high-energy ignition system controlled by the CM2180A Engine Control Module, and similar fuel module design. The ISB6.7 G is expected to be certified at launch to meet the US Environmental Protection Agency and California Air Resources Board emission standards of 0.20 g/bhp-hr NOx and 0.01 g/bhp-hr PM and 2016 US greenhouse gas and fuel economy regulations. Partial funding in support of the ISB6.7 G engine development has been received from California Energy Commission through its Public Interest Energy Research (PIER) Program in conjunction with the Gas Technology Institute. The ISB6.7 G will be manufactured in Cummins’ medium-duty engine plant in Rocky Mount, North Carolina.

Trucking News / May 5, 2015 Southfield, Mich.-based global supplier Denso has developed a new high-amperage alternator for the medium- and heavy-duty truck market that is smaller, lighter and more efficient than the industry competition. The PowerEdge offers advanced alternator features like Denso’s patented segment conductor technology, which incorporates an innovative square wire copper stator design. By leveraging Denso’s innovative design and manufacturing technologies, the PowerEdge achieves higher efficiency in a smaller, more lightweight design, which translates into improved fuel economy. The product will be available in July. “Denso has harnessed its cutting-edge technology in order to provide a much-needed solution for the commercial truck market,” said Frank Jenkins, senior manager of Denso product and services Americas’ commercial and heavy-duty group. “In addition to its improved efficiency and higher amps at idle, the Denso PowerEdge alternator can be up to 10 pounds lighter than the industry’s competition. This means reduced fuel consumption over the long haul, which can save thousands of dollars per truck per year.” The alternator’s design has been optimized to provide the durability and long life needed to meet the severe demands of heavy- and medium-duty trucks. The alternators offer four output versions: 170amp, 185amp, 205amp, and 220amp. Each unit features the same innovative SC stator, producing higher efficiency and more amps at idle. Additionally, these units are equipped with heavy-duty bearings, advanced long-life brush composition, and remote sense technology to prolong battery life. Not only do these highly efficient alternators offer a small, lightweight design, but also its compact size and weight offer fleet and truck technicians easier handling and installation. The Denso PowerEdge Alternator provides 100 percent coverage for pad-mount applications and offers the following features and benefits: Superior efficiency, providing reduced fuel consumption and mileage savingsDurability, long life, reducing replacement intervals and costsHigher amps at idleRemote sense features, prolongs battery life, reducing replacement costsCompact size and lighter weight, for improved fuel savings and ease of installationDenso, which has supplied alternators since 1962, has been reducing the size and weight of alternators while also increasing their efficiency. .

The New York Times / May 5, 2015 In what might be construed as a blow to Gallic pride, the French Army will soon be patrolling La Belle France, the land of Renaults and Peugeots, in Ford Ranger pickups. The army is buying 1,000 of the Ford trucks as part of a “crash program” to begin replacing its fleet of off-road vehicles, said Pierre Bayle, a spokesman for the Defense Ministry. The army’s Peugeot P4 jeeps went into service in 1983 and are becoming obsolete, he said. Two other vehicles were considered, Mr. Bayle said: PSA Peugeot Citroën’s Berlingo, and the Dacia Duster, made by Renault. But Ford got the nod for the first replacement order because of its large payload capacity, he said. The truck can carry five adults and a ton of cargo, more than the French vehicles. “It’s not a question of America versus France,” Mr. Bayle said, as not one of the three vehicles in question was made in either country. The Ranger is made in South Africa, the Duster in Romania and the Berlingo in Spain. The work of replacing the fleet will continue over the next few years, Mr. Bayle said, and French vehicles could be chosen for other roles. Related reading: http://www.bigmacktrucks.com/index.php?/topic/39372-ford-unveils-2015-global-ranger/?hl=ranger

Riding in Freightliner’s autonomous Inspiration Truck Truck News / May 6, 2015 After a flashy prime time introduction of its Inspiration Truck atop the Hoover Dam, Freightliner today offered further details on how the world’s first road-legal autonomous truck works, and how it will benefit the North American trucking industry. Martin Daum, president and CEO of Daimler Trucks North America (DTNA) stressed it was customers that drove Freightliner to develop a truck that will help improve safety and trucking industry efficiency. “The easy things are already invented,” he said of truck efficiency, noting it’s time now to push the envelope on innovation and to help shape future regulations as well. When it comes to autonomous trucks, it’s the regulatory obstacles that may be more difficult to overcome than any technical challenges. In Nevada, Freightliner found a like-minded government willing to help develop autonomous vehicles by putting a regulatory framework in place to allow their use. There, drivers of autonomous trucks must have a commercial driver’s licence and also take a course developed by the truck manufacturer and approved by the Nevada Department of Motor Vehicles (DMV). “DTNA elected to debut the Inspiration Truck in Nevada, because of the fact the Nevada government has regulatory requirements for needing a licence to test autonomous vehicles on public roads in this state,” said Sean Waters, director of compliance and regulatory affairs with DTNA. “We wanted to do it in a regulatory environment that sets standards.” Daimler conducted 10,000 miles of testing on its Inspiration Truck to satisfy the state that the technology is safe. Nevada requires a data recorder to be installed in autonomous vehicles that will store at least 30 seconds of data in the event of a crash, however Daimler captures and stores all the data generated by the vehicle over the course of its entire life, far surpassing the minimum requirement. In the event of an accident, this data will be vital in determining who – or what – was at fault. Until other states come on-board, the Inspiration Truck can only be operated in the state of Nevada. Daum said more states and provinces must follow suit to make autonomous trucks more widely viable. The truck can only be operated in autonomous Highway Pilot mode when it’s being driven on Nevada freeways and interstate highways. Mechanisms are in place to prevent the driver from operating in autonomous mode when and where it’s not permitted. While the driver is able, under certain conditions, to relinquish control of most driving responsibilities to Highway Pilot, he must remain in the driver’s seat and must always be in position to take back control of the truck when necessary. Still, Waters said when Highway Pilot is active, the driver will eventually be able to complete paperwork, plan their next load or take care of other responsibilities, effectively allowing them to make better use of their downtime once their driving shift is completed. A driver will always be required to oversee the operation of the truck, Daum added. “Will it make the driver obsolete? I don’t see that,” he said. “The human brain is still the best computer. We want to give the driver a tool that enhances their capability significantly.” The brains of the Highway Pilot system are a collection of advanced cameras, radars and sensors, integrated with the truck’s engine, transmission, braking system and electronics. The Inspiration Truck is defined by the Highway Traffic Safety Administration (NHTSA) as a Level 3 autonomous vehicle, explained Martin Zeilinger, director of advanced engineering with DTNA, meaning it “enables the driver to cede full control of safety-critical functions, including steering, in certain traffic or environmental conditions.” There are four levels of autonomous vehicles, the fourth being a true driverless truck, but that’s not the technology Freightliner is currently developing. “Freightliner is not interested in pursuing a full self-driving vehicle,” said Al Pearson, chief engineer, product validation for Freightliner. Zeilinger added one of the biggest myths around autonomous driving is that it is ‘driverless’ – a frequently used, but misleading description. “An autonomous highway truck is not a driverless vehicle,” Zeilinger emphasized. “We still require a qualified truck driver with a CDL to be in the cab and at the controls.” In fact, since the technology is so new, Nevada currently requires two people to be in the cab of an autonomous truck at all times. One can only assume that condition will be lifted in time, otherwise it would certainly offset any productivity gains the industry hopes to achieve. While the driver will not be eliminated by the technology, there are still benefits to be had, officials pointed out. Since 90% of crashes are caused by driver error, Freightliner officials said autonomous trucks have the potential to reduce crashes. They profess the technology can also improve fuel efficiency, reduce the strain on components, improve traffic flow and reduce driver stress and fatigue in monotonous driving situations. The Inspiration Truck also boasts platooning capabilities, where further fuel savings can be achieved by linking up several such trucks via vehicle-to-vehicle communications. They can then travel in a tightly packed convoy with the braking activities of the lead truck causing the following trucks to slow or stop in unison. This technology has shown a 5.3% average fuel savings among the trucks in a three-truck platoon and a 6% average fuel savings in a five-truck platoon, chiefly by minimizing the air pressure zones between the trucks. The Highway Pilot system – while impressive and far more advanced than any other such systems – still has some concerning shortcomings. It requires clearly visible lane markings to function, so it won’t be usable in snowy conditions – not likely to be an issue in Nevada – or when lane markings are difficult to discern. Also, the camera/radar combination can’t yet identify non-metallic objects and then apply braking, so a driver who’s reading a book or making dinner reservations on his iPad when he comes upon a sizable piece of tire debris or a deer, moose or pedestrian in his path…well, that could be an issue. However, it seems a fix to this is already in the works. Zeilinger noted as the system is further developed, it will eventually be able to recognize non-metallic objects through technology he referred to as “sensor fusion” – the combining of camera and radar capabilities to recognize a wider variety of objects. Since it’s not yet clear when the Inspiration Truck will be production-ready, this will likely have been sorted by then. With the technical sessions complete, it was time to climb inside the Inspiration Truck for a journey on Nevada highways. The tractor-trailer was buffeted by powerful, gusty crosswinds, which put the Highway Pilot system to the test. At one time, the system did ask the driver to take control but we were never at risk. The driver obliged and after a few seconds placed it back into Highway Pilot mode. The truck held its course remarkably well while driven autonomously. The route was pre-programmed into the GPS so when we approached the intended highway exit the system reminded the driver to take the reins. While on Highway Pilot, the driver was able to remove a tablet from the dash to perform non-driving tasks. During our drive, the truck always felt completely safe and in control, even when the driver’s feet were planted firmly on the floor and his hands were off the steering wheel. Highway Pilot will eventually be able to use sign recognition abilities to maintain the posted speed limit but for now, the driver programs in the desired cruise speed. The truck adjusted its speed as required to maintain a safe following distance. It was able to effortlessly handle any scenario that it encountered on our short drive. Daimler, so heavily invested as it is in autonomous trucking technology, is hoping regulators across North America will be equally impressed and convinced. Once more states allow the use of autonomous trucks, DTNA’s Daum said the hope is the technology can be used to drive further productivity gains for the industry. These could come in the form of longer driver hours-of-service due to the reduced fatigue they experience when driving autonomous vehicles, or larger, longer truck and trailer combinations, which will be safer than ever to operate because of the safety benefits automation brings.

Commercial Carrier Journal (CCJ) / May 5, 2015 A recent decision by a federal court denied the California Construction Trucking Association’s appeal of the EPA’s greenhouse gas standards based on a lack of standing. The CCTA has been at the forefront of challenging EPA regulations on the trucking industry in California and nationally, and the group says the “EPA neglected to comply with a nondiscretionary statutory duty” to provide its greenhouse gas emissions standards to the Science Advisory Board, an expert body charged with providing scientific advice to EPA, prior to issuing them. The U.S. Court of Appeals for the District of Columbia Circuit found CCTA was unable to demonstrate how it and truck buyers were actually harmed by the rule and how vacating it would provide them with relief. The CCTA says the new standards have increased the price of trucks, making them unaffordable for smaller businesses and truck owners. CCJ spoke with CCTA Director of Governmental Affairs and Communications Joe Rajkovacz recently about the ruling and what’s next in the litigation. Here’s the Q&A: CCJ: What is it about these greenhouse gas regulations that is creating such a problem for truck owners, and why did the CCTA file suit? Rajkovacz: When the EPA was in the process of coming up with these GHG regulations, they claimed they were working with the trucking industry, but in reality, they were working with the manufacturers of the heavy duty equipment and the engine manufacturers. The reason we filed suit is twofold. When the EPA makes regulations that claim, in this case, the cost of the regulation is offset by improved fuel efficiency, they have to run it through the Science Advisory Board. They didn’t do that, which is a violation of procedure. No one will argue with improved fuel efficiency, but the claims of this offset have never come through. The EPA regulations have increased the price of trucks dramatically in the last decade, and we have a view that when fuel is the No. 1 cost for truck owners, that’s a strong enough economic incentive to use your resources wisely without having regulations imposed. CCJ: What does the CCTA hope to accomplish through litigation? Rajkovacz: The key thing is that what is going on in the U.S. is nothing more than a revamping of the entire trucking industry under the guise of environmental regulations. They want to reshape the industry, and this regulatory assault isn’t going to stop. They want the world to transition away from fossil fuels. What’s the cost of this? Owner-operators will be choked out with these rulemakings. Not many one-truck guys can afford a $300,000 or $400,000 truck, but that’s where we’re heading. I bought a 1997 Peterbilt new for $97,000 and sold it in 2006 for $23,000. A lot of guys don’t buy new because they can buy used for a fraction of the cost. Now, a used truck is going to cost $100,000 because it was so expensive new. That’s why we keep fighting. CCJ: What’s next in the litigation process after this setback? Rajkovacz: There’s going to be a petition filed for a hearing before the entire D.C. circuit. This was in front of a narrow panel of judges. We’re going to ask for a full rehearing. Nothing about the merits of the case were ever discussed. It was thrown out because of the issue of standing. Did we have standing to sue? They basically said the end user – the truck owner – is not a stakeholder. They said these are manufacturers standards. The thing is, the cost of the standards is being passed on to the buyer. Manufacturers aren’t fighting the standards because, in the end, it forces the customers to buy new equipment and they pass on the cost of the regulations to their customers. Truckers have nobody at the table. CCJ: Since there was never a hearing on the merits of the case, do you feel like if you can get past the standing issue you can win the case? Rajkovacz: The EPA violated its own rules by not sending the rule to the Board. We like our chances if we ever get to a hearing on the merits.

Commercial Carrier Journal (CCJ) / May 6, 2015 I just finished a drive into the future. And it was pretty uneventful. I mean that in the most positive sense possible. Freightliner showcased both the $80 million SuperTruck it previewed at the Mid-America Trucking Show this year. And I was able to take a short circuit behind the wheel of this futuristic truck, skirting the perimeter of the wind-swept Las Vegas Motor Speedway today. Between the high-tech trucks on the road and the U.S. Air Force fighter-bombers roaring overhead, it was a pretty dramatic scene. But fun and educational. Before I got the chance to climb behind the SuperTruck’s wheel, I rode shotgun in the company’s new Inspiration Truck, which was unveiled last night at a dramatic show at historic Hoover Dam. The Inspiration is, of course, the first fully licensed/road-legal autonomous truck in North America. But in the cab, the vibe was more familiar than futuristic. Aside from some very high-tech instrumentation and information centers, the truck feels very comfortable and similar to any luxury-spec’d Cascadia on the road today. I wasn’t able to take the wheel, because the state of Nevada requires an autonomous vehicle CDL endorsement first, but the ride was enlightening just the same. Our driver, Freightliner technical engineer Jim Martin, demonstrated the autonomous drive function on a stretch of I-15 running past the speedway. And it performed exactly as advertised. When in autonomous mode, the truck drove smoothly and safely. And apart from the fact that the steering wheel was swirling around around on its own without any human input, the feel was very much the same as having a human in control. Of course, an actual human driver must be behind the wheel at all times in a Level 3 autonomous vehicle such as the Inspiration Truck. And Martin showed how easy it was to switch between driver and autonomous control — it as easy as flipping on cruise control or simply reaching out and grabbing ahold of the steering wheel. The system is intuitive and appears to work seamlessly. Martin noted that drivers can drive as much — or as little — as they prefer behind the wheel, noting that the system works to help alleviate fatigue by allowing drivers to cede control of the truck to the truck for long periods of time. Approaching the Freightliner SuperTruck up close for the first time, I was struck by how sleek this vehicle is. Nothing juts out into the windstream. Even the door handles are tucked away underneath the door panels to maintain the high aerodynamic efficiency offered by this advanced design. The grill of the SuperTruck opens and closes based on various data points to improve fuel economy. Behind the wheel I was faced with more high-tech instrument graphics presented in a decidedly Old School style: Large, round gauges inhabit the driver cluster. The center console cluster is more modern, with an advanced driver information system and screen dedicated solely to the hybrid drive system performance. Views over the nose are insanely good. The hood slope is so dramatic, you have to strain your neck to catch even a glimpse of it. Views to the side are equally good. However, this is one area where the Super Truck has outpaced current highway laws. In its test form, the truck relies on aerodynamic rear-view cameras. But these systems are not yet road legal. So my test vehicle was equipped with limited-view mirrors supplemented by rear-view monitors inside the cab. Vehicle launch was surprisingly smooth in a way that only a hybrid drivetrain can deliver. The Super Truck’s 11-liter diesel engine only produces 375 horsepower. But any expected lack of low-end grunt is more than offset by the powerful electric motor. You feel the low horsepower a bit when accelerating up a graded on-ramp. But let’s be honest: If big-bore horsepower and single-digit MPG is your passion, you probably stopped reading this article a couple of paragraphs ago. To reduce aerodynamic drag, the SuperTruck only uses limited-view rearview mirrors and provides truck operators instead camera feeds from small cameras mounted on the mirrors. The truck drives great with excellent throttle and steering response and all the controls are more familiar than futuristic. Sitting in the passenger seat overseeing the test drive was Freightliner engineering technician Jason Gray, who told me that all the futuristic features aside, at the end of the day, SuperTruck drives and handles like a really well-engineered truck. And he’s right. Freightliner likes to say the SuperTruck is more of an evolution than a revolution, and my time behind the wheel reflected that sentiment. The wind was really blowing hard out in the desert. But even a heavy crosswind didn’t rattle the SuperTruck on my drive. The truck is so aerodynamically clean that the wind barely registers at all from the driver’s seat. This sleek profile has other advantages as well: Between the advanced drivetrain and the super-sleek design, this has to be the quietest cab interior I’ve ever experienced. SuperTruck was a blast to drive, and not just because of the quizzical looks I got from truckers on I-15. It’s a shame this exact truck won’t go into production because it looks so distinct and handles so well. And yet, before my drive was over, I found myself wondering what it would be like to be behind the wheel of a SuperTruck with Level 3 autonomous vehicle control. And I’m pretty sure we won’t have to wait long to find the answer to that question. Photo Gallery - http://www.ccjdigital.com/?p=113661

Transport Topics / May 6, 2015 Truck makers’ increasing emphasis on powertrain integration and remote diagnostics will have a heavy influence on the telematics industry in the years ahead, an official at Daimler Trucks North America said. Matthew Pfaffenbach, DTNA’s director of telematics, said he envisions original equipment manufacturers developing telematics offerings that complement the services provided by third-party technology suppliers rather than duplicating them. “Our focus as OEMs should be on information about your truck which only we can provide,” Pfaffenbach told attendees at the ALK Technology Summit here May 5. Much of the data that could be most useful for fleet customers tends to be proprietary, he said, but that’s not necessarily information that engine and transmission manufacturers want to share with each other. “This is where I see OEMs playing a much larger role,” Pfaffenbach said. “Once they have both the engine and the transmission working in concert, that data blockage no longer exists.” In DTNA’s case, the integration of its in-house Detroit brand engines and transmissions has put the truck maker in a position where it is gathering more and more data, he said. However, Pfaffenbach drew a distinction between the types of services that will be provided by OEMs versus those provided by telematics firms. He said he has “no desire” to develop “traditional” telematics offerings such as those already on the market, including driver performance monitoring and reporting. “What’s been developed in the telematics industry is already well-established, and not only is it well-established, it’s well-integrated with customers’ back-office systems,” he said. “OEMs do not need to replicate anything.” The role of the OEM, he said, will focus more on “connectivity,” including more advanced vehicle diagnostics, vehicle-to-vehicle and vehicle-to-infrastructure communication and autonomous driving. DTNA introduced its Virtual Technician remote diagnostics system in 2011. That offering, developed through a partnership with telematics company Zonar Systems, proactively monitors fault codes to help fleets better manage maintenance and repairs on their Freightliner and Western Star trucks. Chris Hines, Zonar’s executive vice president, pointed to the growth of vehicle diagnostics systems in the trucking industry in the years since then, saying that “everyone else has gotten into the game.” All of the major North American heavy-duty truck makers have introduced their own remote diagnostics systems. Pfaffenbach said DTNA’s vision for its Detroit Connect telematics platform, which includes Virtual Technician, will focus on safety, fuel efficiency, uptime and performance, and will connect with multiple telematics providers. Today, remote diagnostics technology enables fleets and dealers to streamline repairs, but the next step could be the ability to predict when particular components will fail and prevent problems before they occur. “These things are ideas that we definitely have in mind and are working on,” he said. That predictive failure analysis also could lead to flexible service intervals and strategies for vehicles in the future, he said. Pfaffenbach also said truck makers will need to develop integrations with telematics service providers. He said OEMs have an opportunity to help the industry by establishing platforms that can run software provided by third-party telematics firms and allow fleet customers to select which applications they want to run on the vehicle. That approach , Pfaffenbach said, could help fleets solve the challenge of managing their telematics hardware as they replace their vehicles.

Heavy Duty Trucking / May 6, 2015 PACCAR Leasing Company (PacLease) will begin offering a medium-duty leasing program called the PacLease Value Spec, the truck maker has announced. "We're seeing continued growth in the U.S. and Canadian medium-duty lease market, especially in the Class 6 segment since drivers are not required to have CDLs," said Rick Walden, PacLease’s director of sales. "By working with our suppliers, and the applications engineers at Kenworth and Peterbilt, we’ve been able to package a cost-effective lease program that is extremely competitive in the marketplace. What’s more, the spec was done with weight in mind. These trucks are very low in weight to maximize payload." Paccar plans to offer its Peterbilt Model 330 and Kenworth T270 as primary leasing options to fill this niche. The vehicles are powered by the PACCAR PX-7 engine, rated at 220 hp and matched with an Allison 5-speed automatic. The PacLease Value Spec program is especially suited to the food and beverage industry, according to the company. "We’re working with body suppliers and we have a fast-tracking program in place so our customers can get the bodies installed typically within two weeks," said Walden. "That means a customer can custom order a Value Spec truck from us and have it delivered weeks if not months sooner than if they were to order the stock truck themselves. If a customer needs a medium-duty truck immediately, our franchises are well-equipped with rental units – that means we can very likely get them into a short- or long-term rental to meet immediate delivery needs." PacLease will offer the full line of heavy- and medium-duty Kenworth and Peterbilt models from Class 5 to Class 8, including cabover models in Class 6 and 7 for those customers needing a truck with a tight turning radius for inner-city deliveries, Walden said. Industry studies have shown a shift toward full-service leasing, especially with private fleets, according to the 2014 NPTC benchmarking study, cited by the company. More than 66 percent of NPTC members use full-service leasing to some degree, up from 59 percent five years ago. A recent Beverage World magazine fleet survey pointed out that five years ago, about 32 percent of beverage operators leased some of their trucks. Today, 42 percent lease some trucks. Leasing by bottlers, which was only 11 percent five years ago, has reached 43 percent.

Car & Driver / May 6, 2015 For all Pontiac’s performance-driven success in the 1960s, the division never built a true sports car—at least not until the Fiero in the 1980s or, if you don’t count that, then the Solstice 20 years later. John Z. DeLorean, however, definitely had the inkling. Under his watch, Pontiac commissioned the Banshee, a lithe, fiberglass-bodied two-seater. And now that piece of Pontiac history is coming up for sale. The Banshee XP-833 concept arose out of Pontiac’s desire for a two-seat sports car, a notion that many automakers toyed with in the 1960s. (The original Ford Mustang I concept from 1962, for example, was a two-seater.) This silver coupe was built using modified chassis bits from the ’64 Tempest and fitted with Pontiac’s then-new 230-cubic-inch OHC straight-six hooked to a four-speed manual transmission. Unfortunately, the Banshee never made it past the concept stage, as it was shot down by GM brass, perhaps fearing in-house competition for the Corvette. Some of the design elements lived on however, in the Opel GT, the C3 Corvette, and the ’67 Firebird. Two Banshees survived: this silver coupe and a white convertible. They were stashed away by Pontiac employees who later bought the cars in 1973. Now this coupe is heading to the Dragone Auction taking place near the Greenwich Concours on May 30. Previously a no-sale at $325,000 (RM, Amelia Island 2010) and $400,000 (Mecum, Monterey 2010), the Banshee has a pre-sale estimate of $600,000–$650,000. It last sold for $214,500 at Barrett-Jackson, Scottsdale, in 2006. Photo Gallery - http://www.caranddriver.com/photo-gallery/ultra-rare-1964-pontiac-banshee-concept-headed-to-auction

Car & Driver / May 4, 2015 Tom Hoover, whose work at Chrysler included development of the legendary Max Wedge and 426 Hemi V-8 engines, the 1970 Plymouth AAR ’Cuda, and the 1978 Dodge Li’l Red Express truck, has died. Hoover passed away on April 30 after a long illness. He was 85. Often credited as the “Father of the Hemi,” Hoover trained as a physicist at Juniata College in his hometown of Huntingdon, Pennsylvania. He received his master’s degree from Penn State and later earned a master’s degree in automotive engineering from the University of Michigan while working for Chrysler. Hoover joined Chrysler in 1955 just as Carl Kiekhaefer’s Mercury Outboard–sponsored Chrysler 300s were dominating NASCAR stock-car competition with little aid from the manufacturer itself. But while Chrysler was reluctant to go racing, a group of young engineers within the company was eager to hit the track. Hoover became one of the leaders of this group of about eight drag-racing-fanatic engineers that, by 1958, had formed itself into the Ramchargers team. That led to “High and Mighty,” a 1949 Plymouth Business Coupe, which the team campaigned into 1960. “Even in those days,” Hoover related in a speech at the Chryslers at Carlisle event, “it became evident that if you really wanted to get serious about setting some national records, participating at the big meets and so forth, you couldn’t do it in a car that you drove to work every day in the winter of Detroit. The two are incompatible.” The Ramchargers success with “High and Mighty,” including several national speed records, led in 1961 to the team receiving direct support from Dodge. And by the spring of 1962 that led to the development of a drag-racing performance package for 1962-model Dodges: the Maximum Performance Wedge 413-cubic-inch engine, which was soon shortened down to Max Wedge. By 1963, that engine grew to 426 cubic inches. While the Max Wedge engine was instantly successful in drag racing, it wasn’t competitive against GM and Ford engines in NASCAR racing. By that time Hoover was head of the Race Engine Group at Chrysler and under the direction of the corporation’s new president, Lynn Townsend, he was tasked with winning the 1964 Daytona 500. Although development of the 426 Hemi didn’t start until April of 1963, progress was rapid. The basic idea was to use the Wedge engine’s block with new cylinder heads that took advantage of Chrysler’s successful hemispherical-shaped combustion chambers from earlier engines. In particular they used what were basically the combustion chambers designed for the stillborn “A-311” Indy racing V-8 developed in the early ’50s. “For high output and high air-flow configuration we knew the most about and had the most confidence in the Hemi,” Hoover told Hemmings Motor News in 2006. “We recommended in very short order that we adapt the Hemi to the raised B engine. Jack Charipar and some of his people made a presentation then to the executive council shortly thereafter. We got the approval. So, beginning in April of ’63, we set out straightaway to win the Daytona Beach NASCAR race in February of 1964—and we did, with the 426 Hemi.” In fact, the Hemi was so successful in NASCAR that Richard Petty’s victory in the 1964 Daytona 500 was but one of nine victories he’d take that year in Plymouths as he cruised to his first season championship. And it led NASCAR to change its rules for 1965 that effectively banned the Hemi engine and led to Chrysler’s boycott of the series for most of that year. But NASCAR changed its rules again and that led Chrysler to develop the 426 “street” Hemi for the 1966 model year in order to homologate the engine for NASCAR competition. Soon the Hemi-powered Dodges and Plymouths became legendary performers on the street and the most cherished (and most valuable) of collectible muscle cars. While the Hemi continued to dominate NASCAR—in 1967, Petty won an amazing 27 races driving Plymouths—it was also proving a sensation in drag racing. The 426 Hemi soon dominated the Super Stock classes while supercharged versions running on nitromethane became so overwhelmingly successful that today virtually all Top Fuel and Funny Car engines are based on the 426 Hemi design. Hoover retired from Chrysler in 1979 and went on to work for several other companies before settling back down in his hometown when he was finally done with work. What Hoover did was bring enthusiasm with him into the workplace. Under his leadership, a small group of engineers working within the smallest of Detroit’s “Big Three” automakers produced true legends. The greatness they fostered springs to the fore every time a classic Hemi-powered machine is auctioned for big bucks, and it’s the same elixir that today’s Chrysler taps to market its current generation of Hemi V-8s. .

Daimler granted license from Nevada to test self-driving trucks Automotive News / May 6, 2015 Daimler AG has been granted a license by Nevada to test self-driving trucks on public roads, as the U.S. and Europe race to establish a regulatory framework for autonomous vehicles. While companies such as Google have dominated the headlines with advances in driverless cars, Daimler board member Wolfgang Bernhard told reporters autonomous trucks were likely to hit the roads first. That is partly because more trucks operate "in a less complicated traffic environment" out on the open road, while passenger cars spend more time in urban areas, he said. Truck operators also have a big financial incentive to adopt the technology, as it would bring savings in wages and fuel. "It makes the most sense to them," Bernard said in Las Vegas on Tuesday. "These guys have to make money." Despite making significant progress with the technology, automakers face a battle to bring their advance prototype vehicles to market in Europe and the U.S. due to regulatory hurdles and questions about product liability. The "tipping point" to commercial viability of autonomous trucks will be reached when enough U.S. States allow them on their roads to make interstate commerce viable, Bernhard said. "We need more than (a few states) and it will take some time," he said. Bernhard said no customers had yet made a commitment to buying Daimler's self-driving trucks. "We think once the legislation is there and once the regulatory environment is there, we'll be approached by customers," he said. "We're not at that point yet." Europe too is working on establishing test routes for autonomous trucks, although it will take time before freight companies can cross the continent with such vehicles. "I think ... the regulatory environment can be done in the next five years," in Europe, Bernhard said. One of the challenges for autonomous driving proponents is meeting safety concerns while persuading lawmakers that accident liability can still be established. Questions over who is in charge of a vehicle require trucks to have a driver present, even while it operates in self-driving mode. Bernhard said other U.S. states -- California, Arizona, Michigan -- had shown an interest in self-driving trucks, but more states would need to get on board before the federal government took up the issue.

Mack offered the Signet-produced unit in the R/U/DM cab from the early 80s, which evolved into the Red Dot. However on R/U/DM glider kits, the Kysor (of Byron) "Mini Brute" was the offering (Bergstrom bought Kysor in 2000). (For example: http://www.polarmobility.com/truck+aftermarket+air+conditioners.html) Beige (Mack vendor code 7979) 3375011 Grey (Mack vendor code 7979) 3375012 Note: While the Red Dot and Kysor AC retrofit kits came with compressor mounting brackets, they were both inferior to the factory brackets (Mack didn't allow either supplier to use Mack-designed brackets........they had to do something different). So you might want to source the brackets from Mack.

Press Release / May 5, 2015 Freightliner Inspiration Truck with Highway Pilot becomes world´s first autonomous truck to be granted a license for road use in the State of NevadaHighway Pilot with intelligent sensors and stereo camera in operation on American roadsDaimler Trucks underlines yet again its leadership role in autonomous drivingThe Freightliner Inspiration Truck with Highway Pilot system is the world's first autonomous truck to be granted a license for road use in the State of Nevada. In July last year Daimler Trucks provided the world's first demonstration of an autonomous truck in action when the Mercedes-Benz Future Truck 2025 drove along a cordoned-off section of the A14 autobahn near Magdeburg. The Inspiration Truck is now the next milestone on the road to series production of the Highway Pilot system. The development engineers of Daimler Trucks transfered the system to the US brand Freightliner and modified it for use on American highways. The result: the State of Nevada certified no less than two Freightliner Inspiration Trucks for regular operations on public roads. Highway Pilot in operation on American roads With the Freightliner Inspiration Truck, Daimler Trucks has once more succeeded in implementing the latest innovations across all business units and brands. The Freightliner Inspiration Truck is based on the series-produced US Freightliner Cascadia model, but with the addition of the Highway Pilot technology. The latter comprises a front radar and a stereo camera plus tried and tested assistance systems such as the Adaptive Cruise Control, as seen in the standard Freightliner Cascadia models and the Mercedes-Benz Actros. For licensing on public roads in Nevada, the technology was further developed and the excellent interaction of compo-nents extensively tested. As part of the truck´s so-called Marathon Run, the Freightliner Inspiration Truck covered over 10,000 miles (over 16,000 kilometers) on a test circuit in Papenburg, Germany. Despite the common technologies, the Freightliner Inspiration Truck, the Mercedes-Benz Future Truck as well as the standard vehicles of both brands are independent vehicle concepts which are adapted to the appropriate market and set of demands. How the Freightliner Inspiration Truck works As soon as the Freightliner Inspiration Truck is safely on the highway, the driver can activate the Highway Pilot system. The driver receives a visual prompt in the instrument cluster to activate the "Highway Pilot." The vehicle switches to autonomous mode and adapts to the speed of traffic. The driver receives a confirmation message in the instrument cluster, "Highway Pilot active." The Highway Pilot system uses a complex stereo camera and radar systems with lane-keeping and collision-prevention functions. It regulates the speed, applies the brakes and steers. This combination of systems creates an autonomous vehicle that can operate safely under a wide range of driving conditions – the truck automatically complies with posted speed limits, regu­lates the distance from the vehicle ahead or uses the stop-and-go function during rush hour. The Highway Pilot system does not initiate autonomous passing maneuvers. These have to be executed by the driver. The same is true for leaving the highway and changing lanes. Via the user interface the Highway Pilot keeps the driver visually informed about its current status and accepts instructions. The driver can deactivate the Highway Pilot manually and is able to override the system at any time. If the vehicle is no longer able to process crucial aspects of its environment, e.g. due to road construction or bad weather, the driver is prompted to retake control. In addition to a visual prompt in the instrument cluster there is also a subsequent audible notifica­tion. The technology of the Inspiration Truck A radar unit centered in the front bumper of the Freightliner Inspiration Truck monitors the road at close and long range. The long-range sensor goes out to about 820 feet (250 meters) at an aperture angle of 18 degrees and detects vehicles in a long and narrow area. The short-range sensor goes out to about 230 feet (70 meters) at an aperture angle of 130 degrees and detects vehicles in a wider area that could merge into the lane in front of the truck. The front radar unit forms the basis for the Adaptive Cruise Control system and the Active Brake Assist system, which are already famil­iar from the Mercedes-Benz Actros and the Detroit Assurance™ series of safety systems in the series production model of the Freightliner Cascadia Evolution. The area in front of the truck is also monitored by a stereo camera mounted above the dashboard on the inside of the windshield. The camera has a range of about 100 meters (328 feet) and aperture angles of 45 degrees horizontally and 27 degrees vertically. The camera recognizes pavement markings and communicates with the steering gear of the Highway Pilot system to keep the truck in its lane autonomously. The Adaptive Cruise Control system of the Freightliner Inspiration Truck uses the same hardware and software as the series production variants of the Mercedes-Benz Actros and Freightliner Cascadia Evolution. The system receives the same input signals within the identical range of values and comprises the same functions and safety features. The use of the standard system ensures that the acceleration and braking maneuvers controlled by the Highway Pilot system are always within the limits of the production vehicle. The active power steering system uses the same hardware as the production vehicles, however, the software has been modified. The system offers the same functions and safety features as the system in the series production vehicle. The steering gear installed in the Freightliner Inspiration Truck has already been proven on the road in Mercedes-Benz trucks since 2011. The camera of the Lane Keeping Assist system has already completed more than 50,000 miles (80,000 kilometers) of testing and has been used in all Mercedes-Benz Advanced Engineering projects since 2008. Testing of the front radar unit also began in 2008 and since then it has successfully completed more than 2 million miles (3 million kilometers) in series production and in tests at Mercedes-Benz Cars and Daimler Trucks. Design The extraordinary exterior of the Freightliner Inspiration Truck is dominated by the hood design, which overlaps the usual radiator grille. The hood can be pushed forward and tilted for opening. The door skins are shaped to perfectly blend with the lines of the front end. The side panels were re­designed to form a single unit with the hood and the wheel arches. The wheel arches themselves have been optimized aerodynamically and have a dynamic design. The exterior lighting of the Inspiration Truck is a true eye-catcher and complete­ly new: the license plate, indicators and the radiator grille shine blue as soon as the vehicle is in autonomous mode, and white and yellow while in standard operation. The unusual headlamps continue the design idiom of the hood. A special feature in the interior are the bench seats, which were installed specifically for the driving event of the Freightliner Inspiration Truck premiere. In addition, halogen lighting in the interior creates a pleasant, cozy atmosphere. Leadership role in autonomous driving After the Cascadia Evolution Truck and the SuperTruck, the Inspiration Truck represents the third demonstration of the consistent way in which the Freightliner Trucks technology strategy has developed in the USA. As a global commercial vehicle manufacturer Daimler is demonstrating how in­telligent technologies can be rolled out across Group brands within the shortest time frame. Daimler Trucks’ worldwide platform strategy in particular allows economies of scale to be made. A look at the technical systems that will be required for autonomous driving in the future and a comparison with the components in use in today's passen­ger cars and commercial vehicles show that Daimler – with its Mercedes-Benz, Freightliner Trucks, Detroit Diesel and Fuso brands – is al­ready in a leading position today. No other company has the combined power from the commercial vehicles and passenger cars sectors in this field. In doing so, the Group secures comprehensive know-how to optimally develop autonomous vehicles for highway traffic. In the field of commercial vehicles, the Highway Pilot system is the only one in the world to feature the kind of sensor and camera technology that makes operation of the Freightliner Inspiration Truck possible – from initial acceleration to the speed limit for trucks. With this, Freightliner Trucks presents the most inno­vative product with the highest degree of automation for the USA. Truckers and the autonomous vehicle In terms of on-highway commercial trucks, it is incorrect to refer to a ve­hicle in autonomous mode as a driverless truck. Drivers remain the boss in their vehicle because the technology developed as part of the Freightliner Inspiration Truck requires the presence of a qualified truck driver with valid commercial driver's license in the cab and on the gauges. The driver is an important part of the system and must remain in control of the truck in certain traffic situations on the highway and on country roads, in city traffic and when hooking up a trailer or making deliveries. Autonomous driving relieves drivers from tiring and often monotonous long-distance routes, which today represents a major part of their workload. At the same time, drivers gain time for other tasks and for communicating with their environment. It is conceivable that drivers will take over tasks that today are the domain of the dispatcher or that benefit social contact. Owner-operators in particular can get their office work done conveniently while on the road. Taking on other tasks will significantly change the trucker job. This will create career opportunities for drivers to become transport managers. The trucker job will become more attractive – autonomous driving is therefore a clear response to the existing driver shortage. Autonomous driving will fuse truck and driver into a team more than ever, and into a meaningful, effective and highly economical combination of man and machine. Autonomous trucks offer a host of advantages The autonomously driving truck will increase fuel efficiency, improve traffic safety and reduce CO2 emissions. Tests by Mercedes-Benz and Freightliner Trucks indicate that autonomous driving will cut fuel consumption by up to five percent. This data was corroborated by a recent Frost & Sullivan study, which found that an autonomously driving heavy-duty truck can achieve a savings potential of up to seven percent on average, while fuel consumption in regional transport would be reduced by four percent. Frost & Sullivan also reached the conclusion that autonomously driving trucks will lower maintenance costs for transport companies, for example, as the result of less wear on the vehicle components due to a more constant flow of traffic. Because autonomous vehicles will be connected to their environment and other road users to such an extent that they will avoid areas with heavy traffic, they will also be able to contribute to reducing traffic jams on highways. The traffic of the future will flow more smoothly and be more predictable. Traffic systems will become more flexible, and the infrastructure will be utilized better. Transport companies will operate more profitably and more flexibly. Traffic on long-distance routes that is predictable for all road users last but not least also means more safety for all parties involved. Assistance systems already regulate the speed today and in an emergency initiate autonomous braking to avoid an accident. Both have been proven effective for years. Autonomous driving represents the perfecting of the technology as the result of the fusion of the assistance systems. Safety regulations such as a safe following distance or speed limits are always complied with correctly. Anticipatory driving, a recurring theme in driver training, is pro­grammed safety and economic efficiency for the Inspiration Truck. Initial research findings of Daimler Trucks clearly show autonomous driving takes the strain of truck drivers Daimler Trucks has studied the influence of autonomous driving on the driver's attentive­ness in the truck cab during the trip. For this purpose, a project team from Daimler Group Research conducted scientific studies of drivers on a closed test circuit. Each of 16 participants drove a truck with Highway Pilot system and two different conventional trucks for four hours without a break by himself. EEG and ECG measurements were taken during the four-hour drive. Electroencephalography (EEG) is an examination method from neurology that provides a general picture of current brain activity, including the level of attention. An electrocardiogram (ECG) records the electrical activity of the heart and provides information about the driver's current physical stress. This method made it possible to determine the level of fatigue of the test subjects. Of the participating drivers, 12 had no previous experience with an autonomously driving truck. However, after the drives they stated that they had grown accustomed to the Highway Pilot quickly and confirmed that this system made driving considerably easier. The results of the studies show that a driver is more attentive and con­sequently able to perform better if the use of the Highway Pilot system allows him to also do other jobs instead of having to perform monotonous driving-related tasks. With the help of the objective brainwave measurement (EEG), it was possible to prove that drowsiness was reduced by 25 percent when the truck operated in autonomous mode and the test subject per­formed interesting secondary tasks (e.g. on a tablet computer). The drivers were also asked subjective questions about their level of fatigue. These re­sults also indicate that drivers are more alert and more attentive while driving in autonomous mode. In this way, it was possible to prove that the technology in the Freightliner Inspiration Truck leads to drivers who are considerably more concentrated. This not least translates into more safety for all road users. http://www.freightlinerinspiration.com/ .

Trucking News / May 4, 2015 Daimler Trucks North America (DTNA) said it plans to sharply increase production and employment levels at its Mt. Holly, N.C., truck-manufacturing plant over the next three months. The Mt. Holly truck plant will add a third shift to its operations and plans to fill the additional 580 manufacturing and 25 related supervision, engineering and administrative positions by mid-July. The Mt. Holly plant manufactures Freightliner M2 Business Class medium-duty diesel and natural gas-powered trucks, as well as Freightliner’s 108SD and 114SD truck series built for the severe-duty vocational truck markets. The more than 600 new employees will be added to the company’s payroll in Mt. Holly to accommodate rising customer demand for the company’s Freightliner Business Class M2 line of medium- and severe-duty trucks. These positions will be in addition to the more than 2,300 positions filled in the company’s truck and parts facilities during 2014. “Our vehicle manufacturing network is highly scalable and together with our component suppliers, we are fully prepared to handle current and projected new truck order levels,” said Roger Nielsen, chief operating officer. “The untapped capacity at the Mt. Holly plant provides us the capacity and the leverage to meet customer delivery schedules in today’s fast-paced economy. “Our customers represent the broad diversity and strength of today’s economy, with our trucks being deployed in construction, utilities, beverage hauling, food distribution, emergency response, and a host of other applications. We take great pride in our manufacturing workforce and in the proven performance, quality and popularity of our vehicles.” Nielsen said Daimler offers a starting pay of $14.92 per hour, two weeks of paid vacation per year, 14 paid holidays annually, a low-cost medical/dental/vision package, and a college tuition reimbursement program for those who want to continue their education while working. The company will recruit locally in Gaston County and the surrounding areas for new employees.

Today's Trucking / May 5, 2015 Cummins Inc. announced Tuesday it entered into a strategic partnership to increase its presence in the heavy-duty truck and bus natural gas engine business. The agreement between the truck engine manufacturer and Agility Fuel Systems, has Cummins investing an undisclosed amount into the California-based company, which designs and produces natural gas fuel storage and delivery systems. It is intended to improve the natural gas vehicle user experience and the adoption of the alternative fuel for trucks and buses, according to a joint announcement made at the Alternative Clean Transportation (ACT) Expo in Dallas. The partnership includes technology development and integration of software and hardware between the natural gas engine and the onboard fuel storage and delivery system, to significantly improve performance and uptime, according to a news release. Both companies will also integrate their sales and aftermarket support and distribution networks. Customers will soon be able to have service performed and obtain replacement parts for their natural gas-powered equipment at authorized Cummins distributor and OEM truck dealer locations in Canada and the U.S. "Our goal has always been to deliver a diesel-like experience to the end user, making natural gas-powered vehicles as easy to operate and service as diesel vehicles,” said Barry Engle, CEO of Agility. “This partnership with Cummins is a key enabler. By co-developing differentiated and improved natural gas solutions, and utilizing the breadth of Cummins service network, we believe we can accelerate the adoption of natural gas as a fuel for more vehicles, including heavy-duty trucks.” Agility and its predecessor companies have been in business since 1996 and deployed more heavy-duty natural gas fuel systems in North America than any other company, according to a news release.

Heavy Duty Trucking / May 5, 2015 Cummins Westport will begin producing the ISB6.7 G, a 6.7-liter dedicated natural gas engine for medium-duty trucks, shuttle buses, and vocational vehicles by the middle of 2016. The ISB6.7 G is based on the Cummins ISB6.7 diesel engine platform and will operate exclusively on natural gas – either compressed natural gas or liquefied natural gas. The engine is currently in field trials and will have a range of ratings of up to 260 hp and 660 lb.-ft. of torque and automatic transmission capability that can be specified to customer and OEM requirements. The engine uses Cummins Westport’s proprietary spark-ignited, stoichiometric combustion with cooled exhaust gas recirculation technology. The SEGR technology was first used on the 8.9-liter ISL G engine. The ISB6.7 G features three-way catalyst aftertreatment that's packaged as a muffler and requires no maintenance, according to Cummins Westport. No diesel particulate filter or selective catalytic reduction aftertreatment will be required. The engine is expected to be certified at launch to meet the U.S. Environmental Protection Agency and California Air Resources Board emission standards and 2016 U.S greenhouse gas and fuel economy regulations. The ISB6.7 G will be manufactured in Cummins' medium-duty engine plant in Rocky Mount, N.C. .

Press Release / July 9, 1957 Engineer Theodore J. Zeller of Allentown, Pennsylvania, assignor to Mack Trucks, Inc of Plainfield, New Jersey, a corporation of New York, has received a patent (no. 2,798,568) on his invention relating to an improved type of cab construction by means of which access is had more readily to the engine and other operating components of the vehicle. In recent years, due to the increased transportation of freight by means of trucks and tractor-trailer trucks, many regulations have been made for the control of the weight and length of such vehicles. In order to comply with the regulations without sacrificing hauling capacity, efforts have been made to shorten the overall length of the cab and hood of vehicles so that the storage box of the truck or trailer can be of maximum length while complying with the regulations. To that end, the cabs of tractors and trucks have been mounted over the engine to keep the combined lengths of these components at a minimum. Location of the driver's cab over the engine has introduced difficulties in gaining access to the engine and transmission. Various arrangements for mounting the cabs have been devised for overcoming these difficulties. One arrangement consists in hinging the front end of the cab to the forward end of the frame so that the cab can be tilted forwardly to uncover the engine. Others have suggested that the cab might be hinged at one or both sides of the frame so that the cab can be rocked sideways in either direction to uncover the engine. Neither of these expedients is wholly satisfactory because the cab is still in the service mans way at one side or the front of the engine and free access cannot be had to all parts of the engine and its associated structure. The present invention relates to a cab mounting structure in which the cab mounted over the engine is readily moved to such a position that access can be had to the engine from both sides and the front. More particularly, the present invention involves a structure by means of which the cab can be lifted up from the frame and held in a raised position so that free access can be had to the engine and its associated components from the front and both sides of the vehicle. In addition to facilitating servicing of the vehicle, it can be handled in a much shorter .fore-and-aft space because the overall length or width of the vehicle is not increased, as the cab is moved as is the ease with the pivoted or tilting cab type mounts provided heretofore. Even in restricted quarters, ready access may be had to the engine for servicing and the like with the new cab mounting. The invention further includes control mechanism for the vehicle involving disconnecting types of linkages by means of which the clutch and accelerator pedals, can be disconnected from components carried by the frame of the vehicle as the cab is raised and reconnected after servicing of the engine merely by lowering the cab into its operating position. For a better understanding of the present invention, reference may be had to the accompanying drawings in which: Figure 1 is a view in front elevation of "a typical vehicle having a cab suspension of the type embodying the present invention, the cab being shown in a raised position; Figure 2 is a side elevational view of a part of a vehicle provided with the new vehicle cab structure, also illustrating the cab in its raised position; Figure 3 is a rear elevational view of a portion of the vehicle illustrating the cab in its lowered or operating position; Figure 4 is a view partially in section and partially in rear elevation of the vehicle cab in its raised position; Figure 5 is a perspective view of the interior of the cab looking toward the driver’s side of the cab; Figure 6 is a side elevational view of the steering wheel and the steering mechanism detached from the vehicle to illustrate the arrangement thereof; Figure 7 is a view in section taken on line 77 of Figure 6 with portions of the steering mechanism broken away; Figure 8 is a view in side elevation of the cab front lock mechanism and accelerator linkage for the vehicle, portions of the cab and the vehicle frame associated therewith being shown in section and partially broken away; Figure 9 is a view in section taken on line 9-9 of Figure 8; Figure 10 is a plan view and partly in section and partly broken away of the clutch pedal linkage between the cab and the components mounted on the vehicle frame; Figure 11 is a view in side elevation and partly in section of the clutch pedal linkage shown in Figure 10; Figure 12 is a plan view of a panel in the vehicle through which the gear shift lever, parking brakes and other controls extend; Figure 13 is a View in side elevation of the panel as shown in Figure 12 with the controls mounted therein partly broken away; and Figure 14 is a perspective view of a manually operated hydraulic system for lifting the cab of the vehicle, the frame elements of the lift system being shown fragmentarily. The present invention will be described with relation to its application to a tractor for a tractor-trailer truck and including an internal combustion engine such as a gasoline or compression-ignition type. The tractor T includes a frame 10 suspended on the usual vehicle wheels W by means of any suitable type of spring, air or hydraulic suspension. The forward portion of the frame 10 carries the engine E and also has at its forward end the radiator R for the cooling system of the engine. The forward end of the frame may also carry the usual bumper B, radiator grille G and the headlights H. As shown particularly in Figure 2, the engine E extends forwardly of the front axle or axes of the wheels W with a major portion of the engine in advance of the wheels. The transmission (not shown.) extends rearwardly from the engine and is connected by the conventional propeller shaft or the like to the rear or drive wheels (not shown) of the tractor T. The tractor T is of the so-called cab-over engine type in which the cab C is positioned directly above the engine E and, as shown in Figure l, is provided with a forward opening 15 to receive and fit around the radiator grille G when the cab is in its lowered and normal operating position. The cab C is provided with a windshield 16 and with the doors 17 and 18 by means of which the driver and his helper can enter and leave the cab. In order to clear the engine, the cab is provided with a centrally located tunnel 20 which extends rearwardly from the front Wall of the cab to the back of the cab and, as shown in Figures 3 and 4, is open at its rear end 22a to improve circulation of air around the engine and also to provide space for connections for engine accessories and the like. Mounted on opposite sides of the tunnel 20 are the driver’s seat 23 and his assistants or helpers seat 23a, these seats being of a conventional type. Each side of the cab is provided with a step or tread plate 24 and 25 and with upwardly and rearwardly convexly curved fender sections 26 and 27 which cooperate 3 with rearward halves 28 and 29 of the fenders which are fixed to the frame 10. The cab C in accordance with the present invention is mounted in such a manner that it can be raised to give access to the engine E for servicing or repair.' To that end, the frame of the vehicle is provided with a generally rectangular framework 30 formed of outwardly opening channel members 31 and 32 which are secured to the frame. The channel members 31 and 32 are joined near their upper ends by means of a cross rail 33 and near their lower ends by means of another brace or cross member 34 which is, in turn reinforced by means of diagonal braces 35 and 36 extending up from the frame 10 of the vehicle. The framework 30 is made sufficiently strong so that the cab C can be raised on it without substantially deflecting the framework 39 in a fore-and -aft direction. Mounted on the back of the cab C is a cooperating, inverted generally U-shaped, framework 37 including a cross bar 38 and a pair of rails 39 and 40 which may also be of channel type, these rails being sufficiently smaller than the channel members 31 and 32 to enable them to slide in the channel members 31 and 32 so that the cab is guided by them in its up and down movement. The framework 37 is fixed to the body of cab C at three places adjacent the top, bottom and back of the cab in order to distribute the stresses in the cab and to prevent deflections of the frame 10 from being transmitted to the cab. The dimensions of the frame 37, as well as the framework 30 may be such that the rear-view window 40A is substantially fully uncovered. A hydraulic jack 41 is connected between the frame 30 and the frame 37 so that upon extension 'of the jack at, the cab is raised and upon retraction of the jack, the cab is lowered. Conveniently, the cylinder 41a of the jack may be fixed at its lower end to the cross bar 34- and its upper end extends through the cross bar 33. The piston 4-112 of the jack is connected to the cross bar 38 of the frame 37. A hydraulic pressure supplying means may be provided for projecting the piston 41b and raising the frame 37 and the cab C supported thereby. As illustrated in Figures 3 and 4, a conventional electrically driven hydraulic pressure supply unit P may be mounted on the cylinder 41a. The pressure supplying unit P includes a motor and pump 44 connected with the reservoir 45 for the hydraulic liquid. A control valve 46 is actuated by a manipulating handle 47 for supplying liquid under pressure to the lower end of the cylinder and discharging liquid from the other end of the cylinder. The motor-driven pump 44 is energized and de-energized by means of a suitable control switch (not shown). The power supply for the motor is the storage battery of the vehicle which may be mounted on the frame 10 behind the step 24 or 25 of the cab. In as much as the cab C is of substantial weight, locking means is provided for preventing accidental lowering of the cab when it is raised. As shown in Figure 4, the locking means may include a spring-biased lever 50 pivotally mounted on pivot block 51 carried by the channel member 40 and carrying a pivotally mounted bolt or pin 52 which can be engaged in a hole 53 in the side frame member 32. When the bolt or pin 52 is pushed into the hole 53, by the spring-biased means, the frame member 37 cannot drop even if all pressure in the cylinder below the piston rod 41b is lost. An additional locking mechanism for holding the cab C either in its raised or lowered position is also provided. This locking mechanism includes an elongated bolt 55 having its head 56 in engagement with a bracket member 57 fixed to and projecting from the side frame member 39. The opposite threaded end 58 of the bolt extends through a similar bracket 5711 on the side frame member 40 and is engaged by means of an internally threaded nut or sleeve 59 having a hinged handle 6%) thereover by means of which the nut 59 can be tightened against the bracket 57a. In this way, the two brackets and the channel members 39 and 40 on which they are mounted can be squeezed together against the channel members 30 and 32 by tightening the nut 59, thereby frictionally locking the frames 30 and 37 together. While the above-described system involving a motor driven hydraulic lift system is preferred for heavy cabs, a manually actuated hydraulic system may be used, if desired. As shown in Figure 14, a manually-actuated system may include a jack 65 like the jack 41 for raising and lowering the cab, a hand pump 66 and a reservoir 67 for hydraulic fluid. The pump is connected to the jack 65 and upon actuation withdraws hydraulic fluid from the reservoir and forces it into the jack to cause the piston rod to be projected, thereby raising the cab. A selector valve is interposed between the pump and the jack or made as a part of the pump to trap liquid in the jack and thereby hold it in projected position. The selector valve may be reversed to allow liquid to drain back into the reservoir from the cylinder and. allow the cab to drop by gravity .to operating position. The above-described systems enable the cab to be moved upwardly to give access to all parts of the engine, transmission and the like for easy servicing and thus overcome the disadvantages previously considered to be inherent in vehicles having the cabs thereof positioned over the engine. In making the cab movable it is, of course, desirable to provide connections between various controls for the vehicle disposed within the cab and components which are carried by the frame 10 and actuated from the cab. These connections must be so arranged as to permit relative movements of the parts when the cab is raised. Moreover, means must be provided to anchor the cab to the frame and prevent unwanted tilting or pitching of the cab relative to the frame during operation of the tractor. To that end, a quick releasable latch mechanism is provided for connecting the front of the cab to the front of the frame of the vehicle. As shown in Figures 1, 5, 8 and 9, that portion of the floor 21 of the cab in front of the drivers seat and adjacent to the steering mechanism 70 has a vertically extending plate member 71 thereon which carries adjacent to its lower end a substantially U-shaped bracket 72 serving to support a cross shaft or bolt 73 on which a hook-like latch 74 is pivotally mounted. The hook-like latch 74 has a rearwardly extending arm 75 that is connected by means of an upwardly extending link 76 with a hand-operated lever 77 mounted on a bracket 78 carried by the vertical wall to which the tunnel 20 .is secured, which supports the front of the vehicle cab. A pivot pin 79 supports the hand-operated lever 77 so that it can rock up to full line position shown in Figure 8 in which the hook is in its locking position and downwardly to the dotted line position in which the hook is released. Cooperating with the hook 74 is a cross bolt 80 or detent also carried by means of a U- shaped bracket 81 carried by the front element or cross frame member 82 of the vehicle frame. The bracket 81 is mounted on a plate 83 which is secured by means of a plurality of bolts and nuts 84 to a rearwardly extending plate 85 welded or otherwise secured to the front cross frame member 82. A rubber cushion or block 86 is interposed between the plates 83 and 85 to minimize the transmission of vibration from the frame to the cab. As indicated in Figure 8, the U-shaped bracket 72 has a transverse slot 87 in its lower end so that it can straddle the cross bolt 80. The above-described construction firmly interlocks the front end of the cab and the vehicle frame, but enables the cab to be released merely by pushing the hand lever 77 down. The latching mechanism just described, in conjunction with the locking mechanism 5560 shown in Figure 4, for the rear end of the cab effectively prevent unwanted relative movement between the cab and frame. The locking mechanisms for the rear of the cab can be modified, if desired. For example, as shown in Figure 14, the locking element for the rear end of the cab includes a cross link 90 connected to an, extension 91 on the sliding side frame element 39a. The opposite sliding side frame element 40a is provided with a pivotally mounted lever 92 which has a pin and cam slot connection 93 with the right-hand end of the link 90. The shape of the slot in the device maybe such that when the lever 92 is rocked to the right, the tension on the link 90 is released enabling the frame elements 39a and 40a to slide freely. When the handle 92 is in the position shown, the link 90 is tensioned to lock the two frames together. To enable the cab to be lifted, means must be provided for allowing relative movement between the portion of the steering wheel mechanism 70 carried by the vehicle cab C and the steering mechanism 100 which is mounted on the frame 10 of the vehicle and includes the steering arm 101 and the drag link 102, as shown in Figures 2 and 6'. The steering mechanism 70 shown in Figure includes a steering column 104 which is mounted at an acute angle to the floor 22 in front of the driver's seat 23 and is held in position by means of a supporting arm 105 extending rearwardly from the forward bulkhead or wall 71 of the cab. The arm 105 has a split sleeve at its outer end for receiving a rubber bushing which extends around the steering column 104 between the flanges 108 and 109 thereon. The lower end of the steering column 104 is mounted in a plate 104a which covers a hole in the floor 22 of the cab and permits limited relative movement there between. The steering gear box, which may be of any desired type such as, for example, of the gear and sector, rack and pinion, or cam and lever type, is mounted on the inside of the frame side member and does not move with the cab as does the steering column and the steering wheel thereon. In order to enable them to move relatively while maintaining a connection between them, an extensible connection is provided, as shown in Figures 6 and 7. A hub 111 on the steering wheel 110 is mounted on a hub portion 112 on the upper end of a shaft 113 having splines 114 at its lower end. Longitudinal serrations 115 and a lock nut 116 secure the hub portion 112 to the shaft 113. A bore 117 is formed in the upper end of the shaft 113 to receive the wire 118 extending to the horn button and switch 119 centrally mounted in the steering wheel. The lower splined end 1 14 of the shaft 113 is received in a concentric tube or quill 120 which has an insert 121 therein provided with an inwardly extending key 122 which is received slidably in a keyway 123 extending throughout the major portion of the length of the shaft 113. Thus, the tube or quill shaft 120 can slide lengthwise of the shaft 113 but cannot rotate relative to it. A thickened sleeve portion 124 is welded or otherwise secured to the tube 120 and is provided with internal splines 125 for receiving the splines 114 on the shaft 113 when the tube 120 and the shaft 113 are fully telescoped, as shown in Figure 7. When the cab is raised, the shaft 113 can slide upwardly in the tube 120 so that the splines 114 and 125 disengage, but nevertheless a power transmitting connection is maintained between the shafts by means of the key 122 and keyway 123. As shown in Figure 6, the lower end of the sleeve portion 124 is connected by means of a universal joint 127 to the drive shaft 128 of the steering gear mechanism 100 so that they can rock relative to each other. The steering mechanism, therefore, is of such design that it can extend and contract in accordance with the movement of the cab in a vertical direction and steering control is maintained so that, if necessary, the wheels of the vehicle can be steered even with the vehicle cab in a raised position. Means are also provided for disconnecting and connecting the accelerator pedal and the like as the cab is raised and lowered. The disconnect for the accelerator pedal is best shown in Figures 5, 8 and 9. As will be seen in Figures 5 and 8, the accelerator pedal 130 is supported pivotally on a pivot block 131 fixed to the floor 22 of the cab. A link 132 connects the pedal 130 to a rocker arm l33pivotally mounted on the cross bolt 73 which supports the latch 74. The lever 133 is supported on the U shaped member 72 and cooperates with a bell crank lever 134 which is pivotally mounted on the upper left-hand side of the U-shaped bracket 81, as shown in Figure 9. As shown in Figure 8, rearwardly extending arm 134a of the bell crank lever 134 is disposed below a laterally extending lug 133a on the lever 133 when the cab is in the lowered position so that when the accelerator pedal 130 is depressed, it will move through the link 132 and the lever 133 to rock the bell crank lever 134 in a clockwise direction. Clockwise movement of the bell crank 134 is transmitted by means of a link 135 pivotally connected to the lower arm, 13412 of the bell crank 134 either directly to the carburetor or other fuel control mechanism of the engine or through a dual arm lever 13 6 and associated link137 if required to pass by other components of the vehicle. Manual control of the carburetor or other fuel supply device is, also obtained by providing the lever 133 with a forwardly extending arm 13317 and connecting this arm by means of a Bowden wire 138 to a manual fuel control knob 139 on the instrument panel 140 of the vehicle, which is fixed to and carried by the vehicle cab. Inasmuch as the instruments thereon are largely controlled by flexible shafts or by flexible electrical wiring, no special means need be provided to enable the instruments to be mounted fixedly on the instrument panel and to connect them to other components of the vehicle mounted on the frame 10. The accelerator pedal is, of course, biased by means of a spring 141 to an idling position; In vehicles having a manually-operated multispeed transmission, a clutch pedal is also mounted on the floor of the cab and means must be provided for enabling the clutch pedal to be disconnected from and connected to the clutch linkage when the cab is raised and lowered. A suitable mechanism for this purpose .is disclosed in Figures 10 and 11 of the drawings. As shown in Figure 10, the clutch pedal 145 is mounted for rocking movement on a bracket 146 secured to a reinforcing channel member 147 extending downwardly from the floor 22 of the cab. The pedal 145 is fixed to a rotary shaft 148 mounted rotatably in the bracket 146 and carrying at the opposite end from the pedal an arm. 149 having a roller 150 rotatably mounted on its outer end. The clutch pedal is normally urged to a raised position by means of a spring 151 extending between an ear 152 on the arm 149 and a bracket 153 extending downwardly from the floor portion '21. The upper limit of movement of the pedal may be regulated by means of an adjusting screw 154 mounted in the upper side of the clutch pedal arm. The above-described structure moves with the cab during its raising and lowering movements and in its lowered position, the roller 150 engages a cam plate 155 which is pivotally mounted on a bolt 156 carried by a bracket 157 secured to the vehicle frame by means of the bolts 159. The cam plate is connected by means of a link 160 and a clevis 161 to the clutch release arm (not shown) so that as the cam plate 155 is rocked clockwise, the clutch is released. When the clutch pedal is depressed, counterclockwise movement of the arm 149 will cause the roller 150 to move the cam plate 155 clockwise around its pivot 156 to release the clutch. Inasmuch as a positive connection is not provided between the roller 150 and the cam plate 155, it will be apparent that the clutch pedal is disconnected from the clutch and connected with it automatically as the cab is raised and lowered. The brake pedal 165 shown in Figure 5 can be connected to a master cylinder of a hydraulic brake system, mounted on and movable with the cab and connected to the "brakes by means of a flexible conduit system. If the braking system is of the air-brake type, the air control valve can be mounted below the floor of the cab and is connected by flexible air hoses to the air supply tank and to the brake actuating motor. When the vehicle is provided with a manually shifted transmission, the gear shift lever must also be arranged to be freed from the vehicle cab or the frame as must the parking brake and such other elements as the manual choke, oil level gauge and the like of the vehicle. To that end, the tractor is provided with a panel P, shown in Figures 12 and 13, which may include a metal plate 167 supported by means of brackets 168 and 169 on top of the engine itself or on a suitable framework adjacent to the engine so that the panel P does not move with the cab. The panel has a gasket 171 around its edges which bear against the underside of a generally fiat and horizontal section 176 of the tunnel adjacent to the drivers seat having a hole 170 therein of generally similar shape but smaller size than the plate 167. The gear shift lever 172 extends forwardly from the transmission and has an upwardly bent end 173 carrying a knob 174 on the upper end and passing through a rubber bellows 175 which has its lower end secured to the panel 167. The rubber bellows permits movement of the gear shift lever through conventional shift patterns and provides a closure for the opening through which the lever 172 extends. A parking brake lever 18%) also extends through the panel. The parking brake lever may control a separate brake on the propeller shaft or the wheel brakes of the tractor as desired. Also mounted in the panel P may be the dip stick and its tube 182 and a choke button 183 or other element. In as much as these elements are carried by the frame, it is only necessary to provide clearance for them through the hole 170 in the tunnel to enable the cab to be released from them. Nevertheless the rubber seal or gasket 171 provides a tight seal against entry of the exhaust fumes and the like into the vehicle cab through the hole in the tunnel. The connections between the controls in the cab and the corresponding elements carried by the frame effectively frees the cab for movement relative to the frame to facilitate servicing of the engine, transmission and the like. It is only necessary to release the locks in the front and the rear of the cab and to actuate the hydraulic pressure system either by mechanical means or manually to raise the cab for servicing or repair. It will be understood, of course, that the mechanism for raising and lowering the cab may be modified substantially depending upon the service conditions and the size and weight of the components of the cab. For example, instead of using one cylinder for elevating the cab, it is possible to use two or more cylinders, and the cylinders themselves may serve as the guiding means for the cab and thus may take the place of the frames 30 and 37 described above. Moreover, in some circumstances, particularly for light-weight cabs, other mechanism such as screw jacks manually or electrically driven or other hoisting devices may be used to raise and lower the cab. Accordingly, the form of the invention described herein should be considered as illustrative and not/ as limiting the scope of the following claims. In his patent claim, Mack Trucks Engineer Theodore Zeller states: 1. In a vehicle having a frame, an engine mounted in said frame adjacent to the front end thereof and wheels supporting said frame and driven by said engine; the combination of a cab for an operator of said vehicle, said cab being mounted on said frame adjacent to said front end of said frame and disposed principally above said engine and normally covering it, a pair of guide elements fixed to said frame and extending upwardly there from behind said cab, a framework fixed to the back of said cab and having parallel slide portions slidably engaging said guide elements to guide said cab for raising and lowering movement relative to said cab and support the cab on said frame, and power actuated means interposed between said frame and said framework for raising said cab relative to said frame to uncover said engine. 2. In a vehicle having a frame, wheels supporting said frame and an engine mounted near the front end of said frame; the combination of a cab for the operator of said vehicle, means guiding said cab for movement up and down relative to said frame and maintaining it against tilting relative to said frame, means carried by said frame and connected to said cab for raising said cab relative to said frame, a steering column in said cab’s steering wheel rotatable relative to said column, steering mechanism mounted in said frame, and an extensible and contractible connection between said steering wheel and said steering mechanism in all raised and lowered positions of said cab. 3. The vehicle set forth in claim 2 in which said extensible and contractible connection comprises a pair of telescopically related shafts connected to said steering wheel and said steering mechanism and means for slidably and non-rotatably connecting said shafts. 4. In a cab-over-engine vehicle having a frame with an engine adjacent the front end thereof and a cab movable relative to the frame from an operating position covering the engine to a servicing position uncovering said engine, the combination of a control pedal in said cab, an engine accessory mounted on said frame, a lever pivotally mounted on the bottom of said cab adjacent to said frame, means connecting said pedal to said lever, a member pivotally mounted on said frame and engageable by said lever when said cab is in said operating position and movable by said lever in response to movement of said pedal, and means connecting said member to said accessory to render it responsive to movement of said pedal. 5. In a vehicle having a frame, wheels supporting said frame, an engine mounted near the front end of said frame; the combination of a cab for the operator of said vehicle, means guiding said cab for movement up and down relative to said frame and maintaining it against tilting relative to said frame, means carried by said frame and connected to said cab for raising said cab relative to said frame, a tunnel in said cab to overlie said engine, said tunnel having a substantially horizontal surface having a hole therein, a panel mounted on said frame to support engine accessories, said panel being disposed below and closing said hole when said cab is lowered. 6. In a vehicle having a frame, wheels supporting said frame, an engine mounted near the front end of said frame; the combination of a cab for the operator of said vehicle, means guiding said cab for movement up and down relative to said frame and maintaining it against tilting relative to said frame, means carried by said frame and connected to said cab for raising said cab relative to said frame, a tunnel extending lengthwise of said cab to house the upper portion of said engine, a drivers seat in said cab to one side of said tunnel, said tunnel having a hole therein adjacent to said drivers seat, a panel fixedly mounted on said frame, controls for said vehicle extending through said panel, said panel being disposed below and in contact with said tunnel and closing said opening when said cab is lowered. 7. The vehicle set forth in claim 6 in which said controls comprise a parking brake lever and a gear shift lever. References Cited in the file of this patent UNITED STATES PATENTS 2,143,983 Howell Jan. 17, 1939 2,148,308 Spear Feb. 21, 1939 2,306,348 Spear Dec. 22, 1942 FOREIGN PATENTS 585,235 Great Britain Feb. 3, 1947.

Volkswagen Press Release Wolfsburg, 05 May 2015 Volkswagen creates integrated commercial vehicles group • Truck & Bus GmbH to become holding for commercial vehicle brands • Prof. Martin Winterkorn: "MAN and Scania will together become global champion" • Board Member for Commercial Vehicles Andreas Renschler: "MAN and Scania brands retain their independence" • Works Council Chairman Bernd Osterloh: "The holding strengthens employees' participation rights" Volkswagen is creating the integrated commercial vehicles group and thus putting in place a structured framework for business with mid-sized and heavy trucks and buses. Truck & Bus GmbH is to become the new Volkswagen Group holding for the MAN und Scania commercial vehicle brands. This was decided yesterday (Monday) by the Supervisory Board of Volkswagen AG. To this end, the shares in Scania AB held by Volkswagen AG will be transferred to Truck & Bus GmbH. The wholly-owned Volkswagen subsidiary already holds 75.28 percent of the voting rights in MAN SE. Truck & Bus GmbH will establish processes specific to the commercial vehicles business, thus leveraging the full synergy potential between the brands. The company will be led by Andreas Renschler, member of the Board of Management of Volkswagen Aktiengesellschaft. The Supervisory Board, composed on a parity basis, will be chaired by Prof. Dr. Martin Winterkorn, CEO of Volkswagen Aktiengesellschaft: "MAN and Scania are strong, successful brands with a global reputation. Our clear objective is to become a global champion in trucks and buses, too, and together with the workforce to take this business to the top of the industry." The realization of the commercial vehicles holding is an important milestone on the way to becoming a global champion in the commercial vehicles industry. "Our goal is to take the commercial vehicles holding to the top of our industry in terms of profitability, technologies and, above all, customer satisfaction. Bringing together our commercial vehicle brands under one roof means we can focus more strongly on the needs of the truck and bus business and can therefore accelerate the decision-making process", Andreas Renschler said. "In so doing, the MAN and Scania brands retain their independence, in line with Volkswagen's basic principle." Truck & Bus GmbH will steer and coordinate cooperation among the three commercial vehicle companies MAN Truck & Bus AG, MAN Latin America and Scania AB. The CEOs of MAN Truck & Bus AG, MAN Latin America Ltda. and Scania AB will be represented in the management of Truck & Bus GmbH. The aim is to coordinate strategy, development, human resources, purchasing and other issues across the brands. This will lead to closer networking among the brands, shorter decision-making paths and swifter implementation. The Chairman of the Group Works Council at Volkswagen, Bernd Osterloh, underscored that "together with our colleagues from MAN and Scania we supported the creation of such a holding. We need clear structures in the Group in order to act swiftly and flexibly in the various business areas. At the same time, the holding strengthens employees' participation rights. For the first time in a supervisory board, employee representatives from MAN, Scania and Volkswagen will discuss the right strategies for our integrated commercial vehicles group together with the shareholders. We support the goal of taking our place among the world's leading players. In so doing we will, as always, make sure there is a balance between economic efficiency and secure jobs." Osterloh himself will become a member of the supervisory board of Truck & Bus GmbH. He will be joined on the controlling body of the integrated commercial vehicles group by one further employee representative from Volkswagen and two employee representatives each from MAN and Scania. As a manufacturer of light commercial vehicles, Volkswagen Commercial Vehicles will also form part of the integrated commercial vehicles group and will report to Andreas Renschler; furthermore, the brand will continue to maintain close ties with the Volkswagen Passenger Cars brand where the synergies mainly lie.