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Reuters / May 25, 2015 Mario Enriquez says there's no real trick to getting great fuel mileage in a big truck. "Just take it easy," says the 61-year-old native of El Paso, who's driven an 18-wheeler for 11 years. "I don't gun the engine, I just gradually give it the gas." Enriquez averaged 9.74 miles per gallon from February to April in an International ProStar made by Navistar International Corp. For that, his employer, Mesilla Valley Transportation (MVT), awarded him a Nissan Versa compact car. Enriquez wasn't even the best of the company's drivers in the latest quarter, but no driver is allowed to win more than once and all those ahead of him were previous winners. The mileage performance Enriquez and truckers like him can achieve with current trucks is significant because it could influence how far the U.S. government pushes heavy truck makers to boost the average fuel economy of future Class 8 trucks - the over-the-road haulers like the ones MVT operates. Environmentalists want the Environmental Protection Agency to set a standard of 10 miles per gallon, up about 40 percent from current levels, as part of a broader effort to curb U.S. greenhouse gas emissions. Some truck manufacturers say that could be too aggressive. But owners of truck fleets such as MVT are running ahead of regulators and manufacturers, taking advantage of new technology and new ways of motivating drivers to cut fuel consumption. Their primary goal is cutting fuel bills, one of a trucking company's biggest costs. In the process, some truckers are already achieving mileage close to the target that green groups want the EPA to set. Brad Pinchuk, chief executive of Hirschbach Motor Lines, a midsize trucking firm, says some of his best drivers can get more than 10 miles per gallon out of their newest trucks today. In East Dubuque, Pinchuk is buying new trucks from Navistar International Corp that use automatic transmissions to boost mileage. Looking at the monthly fuel usage of a driver who recently switched to an automatic transmission truck, Pinchuk says the new model shows a mile-per-gallon improvement. Hirschbach also uses aerodynamic "sleds" and "tails" from startup SmartTruck, which attach to truck trailers and cut fuel usage by 10 percent by streamlining the flow of air around the trucks. Wabash National Corp offers a "skirts" and "tails" combination that provides similar savings. Wheel coverings from FlowBelow are another recent innovation, cutting fuel use by 3 percent, also by cutting the drag of air on the truck. Eaton is about to launch production of a dual-clutch transmission that it says will cut fuel consumption versus existing automatics by up to 12 percent. Engine maker Cummins Inc has a model in the pipeline that includes predictive GPS - which works out how to manage hills and valleys to use the least fuel. Klaus Kleinfeld, CEO of metals company Alcoa Inc, sees opportunities in the sector through increased use of aluminum to make trucks lighter. Daimler AG - the largest U.S. truck maker with 40 percent of the market so far this year last month showed off a Freightliner "SuperTruck" at an event in Las Vegas that has hit 12.2 miles per gallon in tests. Its latest production model gets close to 9 miles per gallon. Daimler is pushing fuel saving technology into current trucks. So far this year, 66 percent of its Class 8 trucks are equipped with some form of automated transmission, up from 33 percent in 2013. But company executives caution some SuperTruck innovations may not be marketable in 10 years' time. The EPA should consider different ways trucks are driven and set flexible standards, Wolfgang Bernhard, head of Daimler's global truck business, said in an interview. "There's all different kinds of traffic," Bernhard said. "So you need to say what you mean by 10 miles per gallon." An EPA spokeswoman said the agency intends to propose "performance-based standards that provide for multiple technological pathways to compliance." In other words, the agency wants to set a standard, and let truck makers and their customers decide what technology works best to hit the target. Kenny Vieth, president of ACT Research, which forecasts U.S. truck sales, says truck makers have reason to be wary of increasing costs. In 2005 and 2006, fleet owners splurged on new trucks to avoid buying 2007 models with expensive emission-reducing technology. "The whole industry has its fingers crossed that the EPA will focus on harvesting low-hanging fruit rather than home-run technologies that could prove expensive," Vieth said. At Hirschbach, Pinchuk has hired driver coaches to help improve driver efficiency. PeopleNet software in the trucks flags drivers for excessive repeated braking, which can indicate risky driving and also wastes fuel. Mesilla Valley Transportation CEO Royal Jones says many of his drivers average over 10 miles per gallon - though his fleet average is around 9 miles because short-haul drivers burn more fuel, since a truck can burn a gallon of diesel launching from a stop. MVT drivers have their top speed capped at 62 miles per hour using software, but any driver who gets over 8 miles per gallon is allowed to go up to 65 miles per hour. "If you're getting 10 miles per gallon, you're way ahead of the curve," Jones said. "But it is doable."

Commercial Carrier Journal (CCJ) / May 26, 2015 As OEMs and suppliers continue a rapid pace of new technology adoption into tractors, these truly are exciting times in the trucking industry. Perhaps the excitement was never more palpable than last month, when Daimler Trucks threw a press event for a group of international journalists and industry analysts and introduced the Freightliner Inspiration autonomous truck. Daimler touted the truck’s major advantages, including improved safety, lower driver fatigue and improved fuel economy. Perhaps as big of a news story as the truck itself is the fact that it now can operate legally in the state of Nevada, thanks to the Silver State’s issuance of the first-ever commercial autonomous vehicle license. The future of trucking clearly is coming quicker than most in the industry ever anticipated. But even as this huge hurdle in truck technology has been cleared, plenty of unsolved issues remain. An autonomous truck requires clearly painted lane and road markings in order to operate in autonomous mode. Limitations in forward collision mitigation cameras can’t discern certain objects; while they may detect traffic ahead, nonmetallic objects (a deer carcass, for example) remain invisible. Then there is the subject of the driver. Despite the misconceptions from many in the driver community after Daimler’s announcement that autonomous trucks would eliminate jobs, these new vehicles in fact still require a driver. Will fleets that eventually deploy autonomous trucks let less-experienced drivers operate a tractor that certainly will be priced at a premium above conventional tractors? After all, when a critical situation occurs and the driver suddenly has to reclaim control of the truck, don’t you want your best driver behind that wheel to prevent an accident? A week after Daimler’s announcement, Volvo Trucks North America took time during its Volvo Trucks Business Symposium to explain its vision for new truck technology that takes a decidedly different approach: platooning. Volvo believes so strongly in this technology that its Volvo Group Venture Capital subsidiary invested in Peloton Technology, a company currently developing a vehicle-to-vehicle technology relying on collision mitigation and active cruise control systems. Platooning would allow two or more tractor-trailers to link up on the interstate. The technology potentially would allow for platoon-capable tractors from separate trucking companies to link up on the road. The major benefit to platooning, according to Volvo, is fuel efficiency, as the two tractor-trailers traveling with only a small gap between them will decrease drag off the trailer of the first vehicle while improving draft for the second vehicle. The North American Council for Freight Efficiency recently published the results of an industry standard SAE Type II test, which showed a combined 14 percent reduction in fuel consumption – 4 percent for the front vehicle and 10 percent for the rear one. “Connectivity and new technology will help to avoid accidents in a far greater way going forward,” said Göran Nyberg, Volvo Trucks North America’s president. “Connectivity will be the next game-changer for the industry. Not in five or 10 years, but two to three years.” Susan Alt, senior vice president of public affairs for Volvo Group North America, added that widespread adoption of autonomous commercial vehicles might not be a reality during our lifetime. “Platooning will probably come to market first,” said Alt. “The technology exists today – we just need rules and regulations to allow it.” Major hurdles to platooning include working with states with strict limits on following distances to allow for the convoy to operate on the road without the rear vehicle being pulled over for tailgating. And if two separate trucking companies are linked in a platoon and an accident occurs, which company is liable for damages? These are just some of the many issues that will need to be addressed before autonomous or platooning trucks become an everyday occurrence. But when those questions ultimately are answered and public is more receptive to sharing the road with such trucks, trucking will look vastly different than it does today.

Today's Trucking / May 25, 2015 Calgary, Alberta-based Oilfield transporter Aveda Transportation and Energy Services Inc. (http://www.avedaenergy.com/home/default.aspx) is purchasing Oklahoma City, OK.-based Hodges Trucking Company, a wholly-owned subsidiary of Seventy Seven Energy Inc. ("SSE"). With the purchase, the Canadian-based Aveda becomes the largest rig-moving company on the continent. “Due to reduced drilling activity levels and energy market conditions, similar to many other oil-field services companies, Hodges generated reduced revenue and a net loss in the first quarter of 2015,” Aveda said, adding that it “is currently exploring all options for integration and consolidation to maximize future synergies between the two operating entities.” Hodges currently owns approximately 900 pieces of rig-moving and heavy-haul equipment, including approximately 200 haul trucks, 400 trailers, 70 bed/pole trucks, 35 cranes, 40 forklifts/loaders and 160 service vehicles. Aveda, incorporated as a private company in 1994 only to go public in 2006, has operations in Calgary, Leduc, AB, Edson, AB, Mineral Wells, TX, Pleasanton, TX, Midland, TX, Williamsport, PA, Buckhannon, WV, Williston, ND, and Cherokee, OK. Aveda is publicly traded on the TSX Venture Exchange under the symbol AVE. Hodges has been in operation since 1933 and has a footprint similar to Aveda's U.S. operations with terminals in Oklahoma, Texas, and Ohio. Hodges currently has over 300 employees. Hodges' gross revenue peaked at approximately US$166.0 million in 2012, dropping to US$139.4 million in 2013 and $123.7 million in 2014. EBITDA was US$34.0 million in 2012, US$13.6 million in 2013 and US$14.1 million in 2014. On a combined basis, Hodges' and Aveda's 2014 gross revenue makes the new company the largest rig-moving company in North America (by gross revenue). Due to reduced drilling activity levels and energy market conditions, similar to many other oilfield services companies, Hodges generated reduced revenue and a net loss in the first quarter of 2015. According to a statement from the company, Aveda is currently exploring all options for integration and consolidation to maximize future synergies between the two operating entities. The transaction is expected to close on June 15, 2015. The transaction is subject to a number of standard conditions precedent to closing.

Transport Topics / May 25, 2015 Advancements in connectivity will bring the first truck platoons to U.S. highways in the near future, paving the way for radical changes in the freight transportation network, executives with Volvo Group said. Connectivity is “changing the industry and the way we work and the way we communicate,” said Göran Nyberg, president of Volvo Trucks in North America. Platooning, or a road train, is part of the change. It involves a convoy of trucks electronically linked to a lead truck with an active driver. “How many people question who is running a big aircraft today? It is fully computerized, and a pilot is governing the environment,” Nyberg said. “This is a mental hurdle we need to accept on the road.” He made the comments during a series of events here and in nearby Providence on May 15-16, where the executives were on hand for the North American stopover of the around-the-globe Volvo Ocean Race. Nyberg emphasized that 25-year-olds have never known life without the Internet, and whether they are thinking about driving trucks or becoming tomorrow’s fleet executives, their “connectivity expectations are far different,” he said. “We need to reflect on that going forward.” Everything from buying vehicles to keeping them running will not only be about human-to-human interaction but also “appliances talking to each other to make life easier,” Nyberg said. Executives cited the Uptime Center that opened last year at the company’s North American headquarters in Greensboro, North Carolina, as an example of how Volvo and sister company Mack Trucks are making inroads in this area. More than 75,000 trucks are monitored around the clock through the Uptime Center — a central location for the companies’ customer service and parts and service experts — resulting in reductions of 70% in diagnostic time and 22% in repair time. Volvo and Mack are units of Gothenburg, Sweden-based Volvo AB. The presentation here of the truck maker’s near-term vision focused on platooning. “This is going to be the most viable option to come to market sooner,” said Susan Alt, senior vice president of public affairs. Referencing the high-profile debut of Freightliner’s Inspiration self-driving truck earlier this month, she predicted no one in the audience is going to “see autonomous heavy-duty trucks in our lifetimes.” Volvo has been testing platooning in Europe since 2009, generally with two trucks and three cars. Alt called platooning a way to enhance safety and fuel economy with vehicles that currently exist and without additional infrastructure investments. The short distance between vehicles boosts fuel economy through less wind drag and lessens the workload for other drivers. Alt said the company is lobbying for passage of legislation in California to ease tailgating regulations for automated vehicles, setting the stage for actual demonstrations, likely limited to two trucks and on stretches of highways with open terrain. “Once it starts and we get some experience, then I think the market will begin to accept it,” she said. Nyberg said acceptance of platooning will be earned much in the same way as the I-Shift automated manual transmission — by people seeing the benefits. To speed the process of platooning, Volvo is “hoping NHTSA gets onboard and puts out federal regulations,” Alt said. “The challenge NHTSA has is trying to balance forcing a technology versus letting technology come to market and then regulating it.” She said platooning “could be reality in five years,” but in a media briefing later acknowledged many legislative and liability hurdles still need to be sorted out. In the meantime, Volvo is pushing ahead with its recent investment in Peloton Technology, a Mountain View, California-based company that is developing a platooning system through vehicle-to-vehicle communications, radar-based braking and vehicle control algorithms. “Peloton has developed technology aligned with our vision of the future of platooning,” Nyberg said when asked about the investment. Also under development is a predictive cruise system that can conduct a 360-degree scan of surroundings. In a video simulation, a cyclist in a driver’s blind spot was spared because the truck took over emergency control to avoid an accident. Providing an even longer view of the benefits of platooning was Jason Cotner, Volvo’s chief designer. In a presentation filled with futuristic sketches he described a society where platooning matures into a round-the-clock system and intelligent trailers break off and join on their own. Dedicated road-train lanes could include space to move passengers, and he suggested a lead truck pilot might require “a more experienced, trained person,” but smarter truck cabs would ease the stress of the job. Additionally, there would be a person who has “a complete view of the truck from a remote location like military technology that exists today,” Cotner said.

Reuters / May 26, 2015 Ford Otosan in Turkey has suspended operations at the Inonu plant after a week-long labor dispute flared up again just days after the company resumed production at another plant. The Inonu plant is the location of Ford Motor Company’s global market heavy truck production. Ford Otosan said it had stopped production at the Inonu Plant as a precautionary measure after some of the workers who had been on strike did not leave the plant. "Manufacturing operations at our Inonu Plant have been temporarily suspended until further notice," Ford Otosan said in a statement on Monday. Ford builds the Cargo heavy truck at the plant. Production at the joint ventures of Renault and Fiat in Turkey has also been disrupted by the dispute over working conditions and pay that started late last week at factories in the northwest city of Bursa. The dispute has spread to a number of parts suppliers in the area, where Turkey's auto industry in centered. Workers said the dispute was sparked after union Turk Metal last month negotiated a 60 percent wage hike for workers at a plant run by parts maker Bosch Fren, but failed to secure a similar deal elsewhere.

Press Release / May 25, 2015 Leading in the transport of beverages with a 46 percent market share, Volkswagen commercial trucks remain the number one favorite with Coca-Cola bottlers both in Brazil and abroad. CVI Refrigerantes, which operates in the central, western and northern border of Rio Grande do Sul, has just added 14 Volkswagen trucks including twelve Worker Series model 17.190s for urban deliveries, and two Constellation Series model 24.280s for inter-city distribution, all equipped with Facchini* custom beverage bodies. The trucks were delivered by Volkswagen truck distributor Pampero Trucks and Buses, located in Santa Maria. The trucks are already in service supplying over 16,000 Coca-Cola retailers around the Rio Grande do Sul. In deciding to purchase additional Volkswagen brand trucks, CVI Refrigerantes transport director Breno Jacobi took into account Volkswagen’s financing program, advanced design, low fuel consumption and high up-time track record. "The superior customer service and the partnership with Pampero Trucks over the last ten years were also important items in the decision process," says Jacobi. Currently, 61 percent of CVI’s fleet is composed of the Volkswagen brand trucks. Success also abroad In the Dominican Republic, Coca-Cola bottler Bepensa, recently added fifteen more Volkswagen Worker Series model 9.150 to its fleet. Equipped with an eight pallet capacity beverage bodies, the trucks, are now distributing Coca-Cola in the Caribbean country. * http://www.facchini.com.br/en/home.php .

Today's Trucking / May 21, 2015 Truck operators in Western Canada say if there are going to be changes to regulations for tractors, trailers and engines they have got to meet the unique needs of their area. That’s according to the Canadian Trucking Alliance, which recently visited western carriers to get their views on potential changes to greenhouse gas (GHG) regulations that are expected to be released next month by the U.S. Environmental Protection Agency. Canada is expected to duplicate adoption of the rules. CTA said carriers operating in the west echoed the feedback it received at a special session at its annual general meeting in Scottsdale, AZ in March. They were adamant that if Ottawa is to bring in new vehicle, engine and trailer requirements, they must ensure that equipment imported into Canada is ready and proven to operate into the Canadian marketplace. This includes be able to withstand the area’s extreme weather conditions and be designed with failsafe measures to ensure drivers and equipment do not get stranded in remote areas. “It’s clear the carrier community and drivers cannot withstand another round of regulations that introduce more service and downtime issues for their vehicles,” said CTA Vice President of Operations Geoff Wood. According to CTA, due to changes in environmental regulations in recent years, carriers have needed to add between 10% to 20% more power units to build redundancy in their fleets just to ensure they have enough running trucks to service their customers. Fleets claim that drivers are being stranded in the middle of nowhere because of reliability issues, facing not only loss of income but severe cold and heat for countless hours. “Trucking costs related to downtime and service issues are through the roof. Our western carrier members said the only area for growth in trucking is in the towing and service industry,” said Wood. CTA said western carriers attribute these rising costs and reliability challenges to regulations forcing equipment suppliers to provide technology not ready for specific markets throughout Canada. These carriers also told CTA that Ottawa must start introducing equipment importation requirements into Canada that ensure such things like wiring and electronic systems are designed for winter operating conditions. CTA said it is set meet with eastern carriers over the coming weeks to get more input on similar equipment issues. Following these meetings, CTA, with assistance from the research firm FP Innovations, will prepare a position paper that reflects what it believes are the industry’s preferred technological approach to truck engines, tractors and trailers that will be impacted by the next round of GHG regulations.

Owner/Driver / May 22, 2015 It was a trip down memory lane when 260 classic trucks traced the old Hume Highway from Sydney to Yass on April 11, raising $30,000 for charity. Tamara Whitsed admired the Model Ts, W Models and everything in between. Video: http://www.ownerdriver.com.au/events-news/1505/haulin-the-hume/

Classic trucks to turn out at Penrith Owner/Driver / May 21, 2015 The Sydney Classic and Antique Truck Show will bring together vehicles from the early 1900s through to the 1970s. On Sunday, May 31, Penrith’s Museum of Fire will present the fifth Annual Sydney Classic and Antique Truck Show, where classic trucks, buses, fire engines and vehicles of yesteryear from across the country will be on display. The Museum’s grounds are also the venue for the annual Working Truck Show, which was held March 29. The trucks will range from the solid rubber boneshakers of 1914 through to the kings of the highway of the ’1960s and ’70. As well as the nostalgic displays, the show will feature free children’s rides and non-stop live entertainment. The superb vocal talents of the 3Bs will bring to life the melodies of The Bee Gees, while the classic rock of The Beetles will add to the retro atmosphere, reliving the sounds of a never forgotten era. Complementing those acts will be hilarious ventriloquist Darren Carr, Penrith Harmony, the talented Greg Weir and local group Tailgate. Award-winning Matt Falloon and his ‘Trained Balloons’ will take entertainment all day to a new level. In keeping with the museum’s theme, there will be demonstrations throughout the day by vintage-dressed firefighters showing off the skills of yesteryear as they put classic fire engines to work History will be relived with the historic police cars and bikes on display including the infamous Chargers. Patrons will also have the opportunity to take a journey back in time on one of the vintage double decker bus rides. Something for everyone including displays by Fire and Rescue NSW with live fire demonstrations of their Kitchen Fire Simulator together with the fascinating display’s of the Museum of Fire. Entry prices are adults $15 (includes up to three children under 16 free with paying adult) and concession $10. All rides and entertainment are free once inside the museum’s grounds. Gates open from 8am through to 3pm. For more information visit www.museumoffire.com.au or contact the Museum of Fire on 02 4731 3000.

Autoblog / May 25, 2015 The revitalization of Detroit has a long way to go, but it took another big symbolic step last week thanks to the efforts of Fernando Palazuelo. The Peruvian real estate developer bought the derelict Packard Plant roughly 18 months ago and his company, Arte Express, is paying to renovate it for business uses. He's begun with the pedestrian bridge over East Grand Boulevard that connected two plant buildings, draping it with a printed cover that makes the bridge look as it did in 1930. Right now that bridge is actually tired concrete supports holding up a span of graffiti-splattered brick and a bunch of smashed-out windows. Palazuelo says restoration of the entire 40-acre site "could take decades and total $300 million," but he has vowed that the bridge restoration will be completed next year. According to a report in the Detroit Free Press, the first few tenants shouldn't be that far behind. Related video: http://www.autoblog.com/2015/05/25/detroit-packard-plant-restoration-video/

Navistar Trail Magazine / Spring 2015

Australasian Transport News / May 22, 2015 Mack Trucks has used the Brisbane Truck Show to announce a major fleet deal. Big eastern refrigerated produce specialist Lindsay Transport has chosen the flagship Super-Liner as one of their prime movers of choice for their long-distance interstate linehaul fleet. Rob Dummer, Lindsay’s general manager operations, says with 11 Super-Liners in operation and 10 more on order, the truck ticks the boxes for most applications. "We’ve got the Super-Liners on the Bundaberg-Melbourne run, and we’ve been running them hard," Drummer says. "The first batch has been in service for almost a year and they’ve already done over half a million kilometres. "The area we cover is huge, and each truck is booked in for its next load before it has delivered the last. "The trucks never stop, each one will have six or seven different drivers in it over a week, and we’re covering around 10,000km a week." Drummer says the trucks have risen to the challenge of doing more than double the average industry mileage, and their reliability has been excellent. "They’re good value for money and the driver acceptance has also been very high," he says. "With the MP10 and the mDrive automated manual transmission it’s just like driving a big car. "All the gear changes are very smooth, which means the drivers can concentrate on the road." Drummer says fuel efficiency was a major factor in the decision to buy the Super-Liner. "We spend over $40 million a year on diesel, so the smallest improvement in fuel consumption has a big impact. "If we can get just one truck up from 1.7km per litre to 1.8, that equates to a $15,000 saving on that truck per year." Drummer is bringing in Mack’s trainers to show his own trainers how to minimise fuel consumption. The Super-Liners are currently running at 600hp (441kW), but Drummer is beginning a trial comparing how they go at 685hp (504kW). "Mack’s a company that’s been around for a long time and they’re clearly here for the long term," he says. "From the perspective of an Australian owned-and-operated company, having a local manufacturing facility is important. Lindsay is growing, and we’ll be expecting Mack to grow with us." .

The Morning Call* / May 22, 2015 Mack Trucks is hauling a double-digit increase in deliveries through the first four months of the year. So far this year, Mack has delivered 8,895 heavy-duty trucks worldwide, up almost 1,070 — or 14 percent — from the same period in 2014, according to a report released Thursday by the Sweden-based Volvo Group, Mack's parent company. The increase in deliveries this year is being driven by strong growth in the North American and South American markets for Mack. In North America 8,228 trucks were delivered, up from 7,326 during the first four months of 2014. Mack also has delivered 393 trucks in South America this year, an increase from 218 last year. "Mack continues to see strong demand for our heavy-duty trucks across all market segments from customers looking to boost their bottom lines by replacing aging vehicles with newer Mack models that bring better fuel efficiency, improved productivity and greater reliability," Mack spokesman Christopher Heffner said in a statement. "Mack also has been successful in attracting new customers to our brand." All Mack trucks built for the North American market are assembled at the company's facility in Lower Macungie Township. The facility, known as the Macungie Cab & Vehicle Assembly Facility, has approximately 1,950 employees, Heffner said. As demand for Mack trucks has increased, Heffner said, the company has hired about 290 employees at the Lower Macungie plant since January 2014. Regarding future hirings, Heffner said: "We monitor the market and adjust our employment needs based on market demand." Across the heavy-duty truck industry, many international markets are sluggish or declining. But sales in North America are strong and the forecasts are promising. For example, Volvo, in its first-quarter report, said it expects the total North American retail market for heavy-duty trucks to increase to about 310,000 vehicles in 2015. In 2014, the market increased by 14 percent to 270,300 vehicles, according to Volvo. In addition, according to Wards Auto data, sales on medium- and heavy-duty trucks, classes 4 through 8, are up 13.5 percent compared with a year ago. The growth has caught the attention of companies like Denso Corp., a global automotive supplier based in Japan. In mid-April, Denso announced it would expand its North American research and development capabilities to include heavy-duty and commercial vehicles. Jim Mele, the longtime editor in chief of Fleet Owner magazine, said many truck manufacturers are up about 10 percent this year and more companies are adding extra shifts and granting more overtime. "All the truck manufacturers are seeing strong sales," said Mele, who is based in Stamford, Conn. Volvo, the world's second-largest truck-maker, has delivered 66,041 trucks through the first four months of the year, up 3 percent from the same period last year, when 64,199 trucks were distributed. In 2001 Volvo bought Mack Trucks, which moved its headquarters from Allentown to North Carolina in September 2009. Through the first four months of the year, Mack deliveries are up 14 percent. Here is the market breakdown: • North America: 8,228 (up from 7,326) • South America: 393 (up from 218) • Asia: 23 (up from 3) • Other Markets: 251 (down from 280) Total Trucks Delivered: 8,895 (up from 7,827) Source: Volvo Group * The Morning Call, Pennsylvania's third largest newspaper, has served the Leigh Valley including Allentown, Bethlehem and Easton with distinction since 1883.

The Mk 2 was an impressive truck (http://www.bigmacktrucks.com/index.php?/topic/30332-when-ford-roamed-the-world-the-transcontinental/?hl=transcontinental). I need to put out more info on the Continental. Few Americans know about this impressive Ford heavy truck and the company's global truck efforts.. Seddon/Atkinson, ERF and Foden all built some very impressive trucks.

The Dongvo* (Dongfeng-Volvo) Quester**-producing joint venture, which produces for the China market, is certainly falling on its face. Just 8 trucks delivered in April and 64 year-to-date, in the world's largest truck market that saw 744,000 heavy trucks sold in 2014. * http://www.dongvo.com/en/index.php ** http://www.bigmacktrucks.com/index.php?/topic/32503-volvos-ud-truck-unit-launches-quester-heavy-truck-brand-for-emerging-markets/?hl=quester

Bloomberg / May 21, 2015 Volvo AB reported on Thursday that deliveries under its truck operations in April 2015 amounted to 17,715 vehicles. This was an increase of 8%, as compared with April 2014. According to the company, during the month, truck deliveries rose by 24% in Europe and by 18% in North America. Deliveries in South America were down by 42%, while deliveries rose by 9% in Asia. .

The Daily Press / May 19, 2015 Liebherr USA has dropped — at least for now — most of a major lawsuit accusing former workers at its Newport News manufacturing plant of conspiring with Chinese companies and others to rip off Liebherr truck designs. Liebherr's attorneys, with the Norfolk law firm Willcox & Savage, have told Newport News Circuit Court Judge Timothy S. Fisher that they will "nonsuit" the case against most defendants. That's a legal mechanism that allows the claims to be dropped now, but resurrected if it's refiled within six months. The motion avoids an immediate trial in the case. High-priced lawyers have spent thousands of hours preparing for a trial that was to begin July 27 and last several weeks. With motions, depositions and exhibits, the original 2011 lawsuit contains several boxes of documents at the courthouse. Brett A. Spain, the lawyer who filed Liebherr's motion for the nonsuit, could not immediately be reached for comment on the reason for the request. But George H. Bowles, an attorney with Williams Mullen who is representing one of the defendant Chinese manufacturing groups, said Liebherr's lawyers have explained in part that they wanted to add another defendant to the case. Fisher had previously told lawyers from both sides that he would reject any motions to delay the trial by way of a "continuance" request. But plaintiffs have the absolute right to nonsuit a case one time during litigation without a judge standing in the way. A hearing will be held June 1 for the final wording of the nonsuit order, as well as to consider a "default judgment" against China Aerospace Science and Industry Corp., a Chinese company that has recently elected not to defend itself in the case. Under the legal rules for a nonsuit, Liebherr will have six months to refile the lawsuit against the remaining defendants, unless the statute of limitations hasn't yet expired. The case will be dismissed if it's not refiled on time. Liebherr USA is a division of a Switzerland-based manufacturing group, Liebherr-International AG, founded in 1949. Liebherr mining trucks — built at a Newport News manufacturing plant off Interstate 664 — stand 29 feet tall and have a carrying capacity of 400 tons. That dwarfs a normal dump truck, which stands about 10 feet tall and has a 40-ton payload, or only a tenth the capacity of the Liebherr trucks. In the 2010 lawsuit, Liebherr Mining & Construction Equipment accused six former workers at the Newport News factory of conspiring to steal thousands of sensitive documents from the plant. Liebherr's suit also accused a Detroit engineering firm, Detroit Heavy Truck Engineering, of serving as a conduit to Chinese companies, and two Chinese manufacturing partnerships, accusing them of imitating a Liebherr diesel truck with a 400-ton payload. The complaint asserts that the documents — from truck designs to vendor information to factory layouts — allowed the Chinese firms to build the trucks "in a fraction of the time, at a fraction of the cost, and with a fraction of the manpower as could be accomplished by lawful means." If the theft isn't reversed, Liebherr contends, "American manufacturing jobs will be lost" to companies that have ripped off technology and processes that took decades and millions of dollars to develop. All six workers — as well as the Detroit firm and the Chinese companies — have denied the allegations against them. The original defendant worker died about a year ago. Related reading: http://www.bigmacktrucks.com/index.php?/topic/39510-liebherr-accusing-workers-chinese-companies-of-copying-mining-truck/?hl=liebherr

I'm very surprised to hear that. Did you drive a Mk 1 or a Mk 2 ?

Correct! Most Americans could never imagine Paccar building Ford trucks. After Ford car production at Amsterdam ceased in 1978, Ford’s plant was underutilized with only Ford Transcontinental Mk 2 heavy truck production still taking place. Paccar purchased UK-based truckmaker Foden in 1980. At the end of 1981, Ford decided to shut down its plant in Amsterdam and have the Paccar-owned Foden plant in Sandbach, Cheshire (UK) assemble their global market heavy truck range under contract, which it did in 1982 and 1983. The last of Ford’s legendary Transcontinental global heavy truck range rolled off the line in early 1984. It's impossible to forget those beautiful Ford blue Cummins Formula E engines in the Transcontinental. Related reading: http://www.bigmacktrucks.com/index.php?/topic/30332-when-ford-roamed-the-world-the-transcontinental/?hl=transcontinental

?

Most had brass bushings (10QK157). To be clear, the rubber bushing was standard on the (fabricated axle housing) SS440 suspension, and optional on the SS441 (cast axle housing) suspension. It was a $210 option on the SS441, and 20 pounds lighter than the brass bushing configuration.

No, the rubber bushing was offered on 44,000lb camelback suspensions. And it should have a transverse torque rod. Did you buy Mack or aftermarket rubber trunnion bushings? What's the part number you bought? You should have used Mack part-no. 10QK219P2, and coated them with 20 weight non-detergent oil (per the Mack service bulletin) at installation.

From the bumper and fuel tank spec, I suspect it's an ex-Overnite unit. On the horn button, does it say who the truck was built for?

Car & Driver / May 2015 The Ram Rebel 1500 is not the brand’s response to the Ford F-150 Raptor. Nor is it a competitor for the scandalously lifted, mega-tired, hard-core rigs that can be caught prowling sand dunes or posing on the SEMA show floor. No, despite its defiant name, the Rebel is a wholly cooperative vehicle. Essentially a Ram 1500 outfitted with off-road duds, the Rebel packs the same towing and cargo-hauling capabilities and comfortable cabin as a regular 1500, but it offers from the factory the kinds of upgrades that a buyer with an itch for casual off-roading might piece together from the aftermarket. Before we get into the mechanical upgrades, let’s address the exterior. As we noted when the Rebel debuted at the 2015 Detroit auto show, the large grille—which has neither a bit of chrome nor even a hint of a crosshair—is a pretty big departure. Instead, brand identity is handled by the massive “RAM” lettering on the blacked-out grille and on the tailgate. It certainly won’t appeal to wallflowers, but then the name “Rebel” should have tipped you off from the get-go, right? Below the grille is a powder-coated steel brush guard/skid plate (additional skid plates protect the oil pan and the transfer case); above it is a twin-snorkel aluminum hood. Wheel-well flares borrowed from the Power Wagon frame unique 17-inch aluminum rims shod with 33-inch-tall 285/70 Toyo Open Country A/T tires. Behind the Bravado To back up the ornamental bravado, Ram gave the Rebel some real hardware, too, fitting specially tuned Bilstein dampers, a slower steering ratio, and a softer rear anti-roll bar. What’s more, the Rebel’s air suspension provides for an additional inch of maximum lift (the Rebel’s standard ride height also is one-inch higher than a non-Rebel’s; thus, with the air suspension at full stroke, the Rebel, in the immortal words of Spinal Tap’s Nigel Tufnel, goes one more). Suspension fully extended, the Rebel has an approach angle of 25.3 degrees, easily beating the 17.9-degree number of the 2015 Chevrolet Silverado 4x4 but falling a cactus needle shy of the 2015 Ford F-150 4x4’s 25.5 degrees. Still, the Rebel is no rock climber, despite its graphics. The Rebel goes on sale in July and comes only as a Crew Cab with the five-foot seven-inch bed. The base price will be approximately $45,000. The quartet of Rebels available during our excursion were all equipped with the 5.7-liter Hemi V-8, eight-speed automatic transmission, on-demand four-wheel drive, and a 3.92:1 axle ratio. The 3.6-liter Pentastar V-6 also will be available in combination with the eight-speed auto and part-time 4WD; the Rebel is the only way to get the 3.92 rear axle with the six-cylinder. Those interested in the Rebel-lious look alone can get a two-wheel-drive version, which comes paired only with the 5.7-liter V-8. A 3.21:1 rear axle is available for any V-8 models, but we wouldn’t bother with it. Capability is unaffected by the off-road makeover, with the 5.7-liter 4x4 Rebel sporting the same 1530-pound payload as the standard 1500 and a 10,130-pound tow rating, a scant 20 pounds less than a comparable non-Rebel. Likewise, EPA fuel-economy estimates are unchanged at 15 mpg city and 21 highway (22 mpg highway with rear-wheel drive). On the Surface of the Moon To see just how well the spate of Rebel-specific tweaks performs in the wild, we headed to the mountainous region of northern Arizona, at times climbing to more than 8500 feet above sea level while traversing the San Francisco Volcanic Field. Last active sometime between 1040 and 1100 AD, the volcano fields lay adjacent to the Kaibab and Coconino national forests, giving us a variety of terrain over which to abuse the Rebel—all in the name of journalism, of course. To ensure we brought the four pre-production units back alive, a pair of hard-core, winch-equipped Ram 2500 Power Wagons led the way. Traveling on the paved roads leading out of Flagstaff, the Rebel felt decidedly Ram 1500–like. Despite the slower steering and tread-tastic Toyo tires, this Rebel displayed the same docile road manners and consistent braking behavior as its more reserved siblings. If it weren’t for the bright-red anodized vent rings and steering-wheel stitching, plus the “Rebel” logo on the glove box, you’d have no reason to think you were in anything but a Ram 1500. Well, there were also the black-and-red seats, which, in addition to being all-day comfortable and supportive, feature a shadow print of the tires’ aggressive tread pattern. Black-and-red floor mats with channels deep enough to capture all the mountain mud we could track into the cabin are a welcome touch. Driving on pavement, we became a bit concerned—the tires seemed far too quiet to be worth a darn off the road. Concerns regarding traction were abated, however, as we entered Cinder Hills OHV Area, the tires sinking into the deep, gravel-like ash that coats sections of the area’s 13,000-plus acres. Our trucks were equipped with the “anti-spin” rear axle. Although not a true locker, it did a good job of ensuring that the V-8’s 395 horsepower and 410 lb-ft of torque—the same ratings as in the standard 1500—were fed to both rear wheels as they churned through the seemingly limitless supply of volcanic ash. (Fun fact: NASA used sections of the area to simulate, in 1:1 scale, the moon’s surface to prepare and test equipment for the first lunar landing.) When it came time to climb, we shifted into four-wheel drive via the dash-mounted button and proceeded to ascend tight, twisty, not-quite two-tracks with aplomb, kickbacks and driveline binding either nonexistent or masterfully concealed by the power steering. A gravel plateau about halfway up one of the steepest climbs proved to be an excellent playground for whipping up a cloud of “space dust” by spinning wider and wider circles into the ash. Despite our best efforts, the winches on the Power Wagons remained unused. The preferred technique for descending consisted of leaving the transfer case in low range and selecting a gear—generally first or second—via the wheel-mounted gear-selector buttons and idling downward using engine braking. Traction control is disabled in low range, so on descents like this, with Wile E. Coyote cartoon–style cliffs bordering the trail, it’s better to keep it slow and steady rather than mucking up things with excessive pedal inputs. After a short jaunt on paved roads, we hit the kind of terrain owners are likely to encounter most frequently: muddy two-tracks. Again the Rebel persevered, slipping and sliding across the muck, but never out of control. When it began to snow, the fun factor increased exponentially. This is when we were nearly rear-ended by an overzealous driver in one of the Power Wagons. Thankfully, he chose the ditch over the large “RAM” target affixed to our tailgate. Now, we did see a Nissan Sentra artfully plying the same paths, but it’s likely the driver was a local, or maybe just huffing bath salts. Later, we managed to ditch our official and gracious group leader and found some beautiful trails that branched vein-like from the main arteries, and which guided us higher and higher through stands of ponderosa pines. Steep and rock-strewn, it was here the Rebel felt most at home. Competent enough to traverse the toughest terrain that 90 percent of owners will ever likely encounter, the Rebel doesn’t have to be a baby monster truck. Whether the fact that it tries to look like one is a good or bad thing, we’ll leave it to you to decide. Photo gallery: http://www.caranddriver.com/photo-gallery/2015-ram-rebel-1500-4x4-57l-hemi-v-8-first-drive-review

Press Release / May 20, 2015 Numilog, a major player in the Algerian road haulage and logistics sector, has once again demonstrated its confidence in Renault Trucks by acquiring 195 new “Road C” on-highway tractors This sale brings the number of Renault Trucks vehicles in Numilog’s fleet up to 377 units. This acquisition predominantly concerns Renault Trucks Road C 4x2 tractors fitted with 11-liter 440 horsepower DXI engines and Optidriver AMT transmissions. Related reading: http://www.renault-trucks.co.za/c-road/ .