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Automotive News / April 1, 2014 Budd Co., a former maker of auto parts and stainless steel passenger rail cars, filed for bankruptcy protection to modify benefits that it can't fully pay. The company listed assets of as much as $500 million and debt of more than $1 billion in Chapter 11 documents filed late Monday in U.S. Bankruptcy Court in Chicago, where it is based. Budd is no longer engaged in manufacturing and has no employees, it said in court papers. It said it can't pay the benefits in full and is seeking to change them to provide "fair and equitable treatment to its retirees and other creditors." As of the petition date, it has about $384 million in cash and estimates its liability for retiree benefits is more than $800 million, the company said. Budd asked that a committee of retired employees be formed to represent about 5,900 ex-workers and dependents receiving company-paid benefits including health care. Company founder Edward Gowen Budd started out as a machinist apprentice and helped build the Pennsylvania Railroad's first steel passenger car. He started Budd Co. in 1912. The company eventually became a major supplier of metal, plastic and composite components, such as frames, exterior panels, chassis components and castings, for the auto industry. In the mid-1950s, the company's 2-million-square-foot Detroit plant employed 8,000 people and produced bodies for the 1955-1960 Ford Thunderbird. The landmark Detroit plant was noteworthy for its facade -- a replica of Philadelphia's Independence Hall. It was acquired by Budd in 1925 from Liberty Motor Co., which built cars and later engines for World War I U.S. biplanes. Budd Co. was later sold to Germany's ThyssenKrupp and became ThyssenKrupp Budd Co. In August 2006, the company unveiled plans to sell its last line of business -- a group of plants that produced body and chassis operations components for the auto industry. The factories supplied shock absorbers, coil springs, axles and control arms to the auto industry.

Diesel News Australia / April 1, 2014 Kenworth officially launch the new Paccar MX engine this week, with a series of events at the Anglesea test track in Victoria and an official unveiling at the International Truck Trailer and Equipment Show in Melbourne. This will be the first proprietary engine to be available in a Kenworth truck in Australia. The 13 litre MX has been a long time coming, but finally made to our shores. The engine has been available here for several years fitted in the DAF range and sold in the US in some Kenworth and Peterbilt product. Surprisingly, the version of the MX chosen for the Australian truck market is the European model. As a result, the T409 and T409SAR models fitted with the new engine will be using a 24 volt electrical system, another first for the Kenworth brand anywhere in the world. “The MX-13 engine is set to be a game-changer in Australia’s mid-range heavy-duty market,” said Brad May, Paccar Australia’s Product Development Manager. “It utilises next-generation technologies to deliver higher levels of fuel efficiency, reliability, and performance from a quiet power plant.” The Paccar MX13 is a six cylinder in-line turbo charged diesel engine and is going to be available rated at 460 hp (343 kW) and 510 hp (380 kW), offering 2305 Nm (1700 ft lb) of torque at 460 and at 510, it puts out 2508 Nm (1850 ft lb), in the rpm range from 1000 to 1410 rpm. .

Eindhoven / March 28, 2014 At Leyland Trucks in the UK, the 5,000th DAF LF distribution truck with in-house manufactured and mounted PACCAR body came off the production line. The vehicle was handed to Royal Mail, the UK’s postal service that already has more than 700 PACCAR-bodied DAF trucks in its fleet. Leyland Trucks is the one and only truck manufacturer that assembles and installs bodies on its truck production lines. It assures that the body meets the same high quality standards as the truck itself. It also offers significant reductions in delivery lead times, supporting maximum efficiency and vehicle availability. EU type approval for the complete vehicle guarantees the fastest possible registration process. Customers can specify and order both chassis and superstructure at the DAF dealer, which also contributes to optimal efficiency. In the UK market, DAF supplies a full range of LF distribution trucks with a PACCAR body, including boxed and curtain sider versions. The range of body works also includes the advanced aerodynamic Aerobody which is designed to enhance fuel consumption and which now is also available on continental markets in Europe. Thanks to the aerodynamic optimizations, fuel savings of over 4% and resulting reductions in CO2 emissions are possible in distribution transport. At a cruising speed of 85 km/h, the LF Aerobody can be up to 8% more economical compared to a vehicle with a conventional body. Leyland Truck’s in-house bodybuilding capability, which is unique amongst major European truck manufacturers, gives DAF the ability to offer its customers a complete vehicle which fully complies with EC Whole Vehicle Type Approval (WVTA) regulations. These came into effect last year for vehicle manufacturers but will not apply to the vehicle bodybuilding industry until October. As a result of meeting these regulations DAF LF vehicles equipped with PACCAR bodies built exclusively in the UK by Leyland Trucks are now being sold in all EU member states without the need to meet regulations in individual countries. Outside the UK the body being sold is the advanced aerodynamic Aerobody which is designed to enhance fuel consumption and is also available in the UK. The Aerobody has shown fuel savings of 5% in real operating conditions and up to 8% when the vehicle is running at normal cruising speed of 53 mph compared to a conventional body. Ron Augustyn, Leyland Trucks managing director, comments: “Our ability to produce PACCAR bodies in-house can significantly reduce delivery lead times. From the first part of the production process, where we assemble the truck chassis, to a finished vehicle coming off the line fully bodied, painted, lettered and ready for the road can take as little as 24 hours." “In the case of the trucks we are building and bodying for Royal Mail, we complete the vehicle, livery it, organise its registration and taxation and deliver it direct to a designated depot where it immediately enters service." “Since we started the PACCAR body programme we have extended the range available so that today it covers both box bodies and curtain siders up to 18 tonnes gross weight. The latest LF Aerobody now going to the European Continent is available with internal lengths of 6.75 and 7.05 metres, suitable for carrying 16 or 17 Euro pallets, and comes as standard with a 1,500 kg capacity tail-lift, also fitted at Leyland”. “This puts DAF well ahead of the game in terms of being able to provide our customers with a vehicle that in its entirety is built to the exacting quality standards for which Leyland Trucks is renowned and which fully meets WVTA requirements,” says Ray Ashworth, MD of DAF Trucks. “Not only does this ensure consistency throughout in the fit and finish of these factory-bodied vehicles, but also in any ancillary equipment fitted,” he adds. “And the customer has only one point of contact for sales and specification issues”. The vehicle being handed over to Royal Mail is a 7.5 tonne LF model fitted with a 5.15 metre long box body and a cantilever tail-lift. Power is from the highly economical 4.5 litre, four-cylinder PACCAR PX-5 Euro 6 engine rated at 112 kW (152 bhp) and which is Euro 6 emissions compliant. The highly successful LF model has been completely renewed in line with DAF’s Euro 6 product line-up. Designed and built exclusively at Leyland for DAF, this is by far the best selling light/medium weight truck in the UK market and last year accounted for 42% of sales in this important sector of the market. .

Daimler Trucks North America (DTNA) includes Freightliner and Western Star (and Freightliner Custom Chassis, Thomas Built Bus and Detroit Diesel). http://www.daimler-trucksnorthamerica.com/

ITAR-TASS / March 26, 2014 Russia’s largest truck maker KAMAZ will build 218 trucks for shipment of United Nations’ humanitarian cargoes. Trucks will be given as a contribution to the United Nations World Food Program. “KAMAZ will make its first trucks for the UN in June,” the company said. “Now we are preparing and finalizing contractual documents, discuss delivery terms and choose countries, where trucks will be sent.” In 2014, the United Nations will get 100 trucks, including dropside trucks, dump trucks, tanker trucks and mobile repair shops with spare parts. KAMAZ will assemble other trucks in 2015. Russia’s federal budget allocated around 727 million rubles (US$20.5 million) for this purpose.

Transport Topics / March 28, 2014 Eaton will make available an optimized version of its Fuller Advantage automated 10-speed transmission for select Peterbilt and Kenworth branded trucks produced by Paccar Corp. with Paccar’s proprietary MX-13 engine. The powertrain package is lighter and more fuel-efficient than previous engine-transmission combinations, said Tim Sinden, Eaton’s president of North American truck operations. Eaton already provides a matched transmission for two models of heavy-duty diesel engines made by Cummins Inc., which also are used to power Kenworth and Peterbilt trucks. Another version for Cummins-Westport natural-gas engines is expected to be released in mid-May. “We are excited to partner with North American truck manufacturers to deliver integrated powertrain solutions,” Sinden said. Eaton officials said sales of automated transmissions account for about 20% of total sales of heavy-duty truck transmissions in North America and that number is expected to increase to 30% of the market in the next three to five years.

Truck News / March 31, 2014 Daimler Trucks North America (DTNA) set out three years ago to obtain “undisputed market leadership” in terms of market share and brand preference across its entire range of products. It’s getting closer to being able to declare that mission accomplished. Speaking at the Mid-America Trucking Show, David Hames, general manager, marketing and strategy for DTNA, said Freightliner now commands the leading market share position in not only the Class 8 on-highway segment, but also the Class 6-7 medium-duty segment and, for the first time in 2013, the Classes 6-8 vocational market. “We are well on our way of achieving that aspirational target of being undisputed market leader in the North American market,” Hames said. DTNA announced at the show that its flagship Freightliner Cascadia continues to sell well, and adoption of its DT12 automated mechanical transmission has exceeded expectations. Hames said 17,000 DT12 transmissions have been sold since the product went into production a year ago. Daimler announced at MATS new options for its Freightliner Cascadia, including: a ParkSmart HVAC system that starts the engine to recharge the batteries when necessary; a yellow B-pillar grab handle; a new 12.5K-rated leaf spring suspension; the Bendix AD-9SI air dryer; a bright finish aero mirror (for the Cascadia Evolution); flush-mounted LED lights; bulb-out detection; and a new day cab roof fairing that can improve fuel economy of Cascadia day cabs by up to 3.7%. Freightliner also announced at the show its Cascadia natural gas-powered tractor with 48-inch sleeper has entered production. Customers can also get that truck with Meritor Wabco’s OnGuard collision safety system, when the truck is spec’d with a manual transmission. And harnessing the power of social media (1.9 million truckers are on Facebook and another 300,000 on Twitter, Daimler revealed), Freightliner also enhanced its Team Run Smart online community with the addition of driver rewards. Participants in the online community, which now numbers 15,000 members, can earn miles for participation, which can then be redeemed for rewards.

Transport Topics / March 28, 2014 Volvo Group will sell some of its commercial real estate in Europe in a move that will generate additional income for its global truck business and other operations. The transaction, valued at about 2 billion Swedish kronor (US$308 million), is expected to close in the second quarter, the company announced March 28. Volvo said it expects the sale to raise operating income by 200 million kronor in its trucks segment and by 700 million in corporate functions during the second quarter. The transaction covers real estate in Gothenburg, Sweden, that is owned by the Volvo Group and leased to outside tenants, as well as properties in Denmark, Sweden and Finland that will largely be rented by companies within Volvo Group.

Canada-based Truck News interviews Steve Gillette of Capstone Turbine Corporation about the micro-turbine utilized the the Wal-Mart WAVE concept truck. https://www.youtube.com/watch?v=-3gTdZQ4CD0&list=UU8qpp_zNEMk3jkWr7ProkFw

On an eastern Mack, the smaller upper (8 inch tall) filter is a 57MD21A, and the larger lower (14 inches tall) filter is the 57MD31A. Mack also used to sell the two filters together in one box under the number 215SB194. A few Mack Westerns had unusual elements with Mack Western 5-digit part numbers (e.g. 57MD29301). However odds are the above information is applicable to your truck.

Mack Enters Intercity Bus Making Field Bus Transportation / October, 1956 A new bus making manufacturing giant was created last month with the announcement that Mack Trucks, Inc., has purchased the intercity bus manufacturing firm of C. D. Beck & Co. Long restricting its bus manufacturing to local transit-type buses, Mack embarked on this venture, said President P. O. Peterson, to be able to “Compete for additional bus travel business” sure to come with the advent of the superhighway and toll roads. Transit buses have been Mack's mainstay ever since it first started building buses . . . This new merger removes another manufacturer from the bus making scene, but in the long pull the purchase will benefit… No sooner was news of the purchase announced than Greyhound, one of the largest customers for intercity buses, let it be known at the convention of the National Association of Motor Bus Operators that it had ordered 34 new buses from Mack. Beck, one of the smaller manufacturing firms which pioneered many of the innovations that have since become standard, will be operated as a division of Mack. Peterson said that Mack will begin producing intercity buses immediately through the facilities of the Beck plant at Sidney, Ohio. However the 34 vehicles ordered by Greyhound will not be intercity vehicles, but will be Mack C-59 models, transit-type buses costing $23,019 each. These new buses will go to Pacific Greyhound, which has extensive commuter operations in the San Francisco-Oakland, Calif., area, and to Richmond Greyhound Lines. Pacific Greyhound will receive 30 buses. Richmond, four. Greyhound has long been a customer of General Motors ... in fact, was named a co-conspirator in the government's anti-trust suit against GM. This new order, according to Greyhound boss Arthur S. Genet, “would, in the past, have gone to General Motors. However, Greyhound is currently preparing a "multi-million dollar suit against GM for alleged failures in Scenicruiser buses. In addition to the bus manufacturing facilities of the Beck company, Mack also acquired the C.D. Beck Realty Co., and also a large plot of land adjacent to the Beck Plant. The latter purchase, said Peterson, will permit future expansion of facilities. At the helm of the new division will be H. R. Fouss as manager. He is presently general manager of the Beck firm. C. D. Beck & Co. was organized in 1931 and has specialized in over-the-road buses, just the reverse of the Mack company. It pioneered the modern-day deck-and-a-half bus, a vehicle which became better known to the general public through Greyhound’s Scenicruiser, manufactured by General Motors. Only last year Beck unveiled its semi deck-and-a-half bus, lighter in weight, a little less deluxe and a less costly version of the Scenicruiser.” .

In September 1956, Mack Trucks purchased bus manufacturer C.D. Beck of Sidney, Ohio with the intention of re-entering the inter-city bus business. Mack had dropped out of the inter-city bus market during the 1930’s to focus on the transit bus market (The conventional style Mack model BK inter-city bus sold to Greyhound Lines and others had been discontinued in 1934). Mack expanded the Sidney plant in 1957, tripling the floor space to 200,000 square feet with the plan of moving some bus and fire apparatus production from Allentown. From 1956 through 1958, Mack produced model 92-G and 97-D inter-city motorcoaches at Beck. Had Greyhound placed orders for the Mack MV620, the motorcoaches would have been built at Mack’s Beck facility. However, resulting from Greyhound’s decision not to purchase the MV620 (because the government decided to allow Greyhound to buy MCI), Mack announced in December 1958 its intention to close the Beck division. The Mack Fire Apparatus Division, which had been transferred to Sidney in 1957, returned to Allentown in 1959. After failing to secure orders from Greyhound for the MV620, Mack provided a 97-D demonstrator to Greyhound for testing. Note 1: The 97-D was designed by Beck engineer Donald Manning. After Mack closed Beck, Manning became the head bus engineer for General Motors and designed the RTX and RTS ll. Note 2: Although Mack purchased Beck as a means of getting back into the inter-city bus business, the company actually benefited more in the fire apparatus segment. Beck had begun producing Ahrens-Fox fire apparatus in 1953, first under contract and later as sole owner and producer from 1956. A few months ahead of the Mack purchase, Beck introduced the revolutionary new cab-forward design Ahrens-Fox ECB (open cab) and FCB (enclosed cab). Mack’s legendary C-85, C-95 and C-125 fire apparatus were directly based on these models, re-engineered with a Mack drivetrain. Note 3: In late 1959, Mack sold the Beck property to the Westinghouse Air Brake Company for its LeROI division, where it remains to this day. Recall that the first production version of the U.S. Army’s massive Mack 10-ton M123 6x6 tractors for tank transport, introduced in 1955, were powered by 844 cubic inch 286 horsepower LeROI T-H844 gasoline engines. With an unmistakable throbbing resonance, it was the only V-8 in use by the military at that time. Mack 97-D customers 2 - Schenectady Transportation Corp. (NY) Note: serial 1002 sold in 1964 to Citizens Rapid Transit (#999) 1 - Clyde's Charter Service (MD) Note: serial 1004 sold in 1964 to Citizens Rapid Transit (#998) 6 - Atwood's Gold Line (Washington, DC) 1 - Kerrville Bus Co. (TX) 2 - Rawding Gray Line (Boston) 2 - Boro Buses (NJ) 2 - Colorado Springs Coach Co. 3 - Denver-Boulder Bus Co. 3 - Colorado Transportation 1 - Lincoln Bus Lines (Hanover, PA) Note: 1) This was the only 97-D with a factory-installed lavatory. 2) Mack leased Lincoln’s 97-D for a time and used it as a demonstrator to Greyhound. 3) Lincoln made runs with the bus to Alaska on the mostly gravel ALCAN highway (with a spare windshield aboard). 1 - Transportes del Norte (Mexico) 1 - Rochester Motor Coach (PA) .

Automotive News / March 28, 2014 Ford Motor Co. is investing $500 million to build a new compact, lightweight turbocharged V-6 engine for the redesigned F-150 pickup at a plant in Lima, Ohio. Ford introduced the 2.7-liter engine in January at the North American International Auto Show in Detroit along with the 2015 F-150. The smaller V-6 engine should help the venerable F-150 close the fuel economy gap with Chrysler Group’s Ram 1500 EcoDiesel, which has a 3.0-liter diesel engine and an industry-best EPA rating of 28 mpg highway. The most efficient Ford F-150 is rated at 23 mpg on the highway, 1 mpg highway behind General Motors’ Chevrolet Silverado and GMC Sierra, which deliver 24 mpg highway. The Detroit 3, which rely heavily on sales of high profit pickups, are investing heavily to increase truck fuel economy to 30.2 mpg by 2025 and meet new EPA fuel economy regulations. Ford has not said how much power the new V-6 will generate, nor has it given any hints about what fuel economy it is expected to deliver. Production of the new engine will begin in Lima in the fourth quarter to coincide with the 2015 F-150’s launch. Ford is adding 300 jobs at the Lima plant. Ford will offer four engines in the 2015 F-150: the 2.7-liter turbo — the industry’s smallest displacement engine in a full-sized truck; a naturally aspirated 3.5-liter V-6; a 3.5-liter turbo engine and a naturally aspirated 5.0-liter V-8. All will be mated to six-speed automatic transmission. Chrysler’s Ram offers an optional 8-speed automatic transmission, while GM’s trucks also come with six-speed automatic gearboxes. The 2.7-liter engine is extremely compact and light. It features a cylinder block made of compacted graphite iron, and aluminum heads. It will come standard with start-stop, which helps save fuel in city driving, but won’t help the truck’s highway fuel economy. Ford expects demand for the new V-6 to be strong. It said today that 57 percent of new customers in 2014 have selected a 3.7-liter V-6 or 3.5-liter V-6 EcoBoost in the F-150. That's the highest take rate for six-cylinder engines in a large pickup since 1967. Retail registrations of light-duty pickups with V-6 engines have grown more than 600 percent since 2010, with the F-150 accounting for 91 percent of the growth. Ford says some models of the new aluminum-bodied F-150 will weigh as much as 700 pounds less than the outgoing steel-bodied 2014 model. The lower weight is expected to improve fuel economy two to three miles per gallon. Towing and hauling capability -- not fuel economy -- is likely to increase dramatically in the new truck. The lower weight will increase the truck’s capability, Ford officials have said. “Our truck customers have spoken, and we continue to meet their evolving needs by providing another V-6 option in the all-new 2015 F-150,” Joe Hinrichs, Ford president of The Americas, said in the statement. “The hardworking team at Lima Engine is thrilled to begin building one of the most technologically advanced engines ever designed for America’s No. 1 truck.” Ford markets its turbo car and truck engines under the EcoBoost brand name, which along with Chrysler’s Hemi and GM’s Ecotec, are some of the industry’s best known sub-brands. The Lima plant opened in 1957 and produces Ford’s 3.5- and 3.7-liter V-6 engines. It currently employees 900 workers. Later this year, the 40-millionth engine produced at the plant will roll off the assembly line.

Fleet Owner / March 27, 2014 Hendrickson International showed off two new truck suspensions – a new steer axle as well as a new 6x2 tandem rear axle package – along with a new integrated air slider trailer suspension system at the 2014 Mid America Trucking Show. The new SOFTEK NXT is being touted as a lightweight front steer axle with mono-leaf spring suspension rated from 12,000 to 12,500 lb. capacities that saves up to 118 pounds compared to more traditional designs. Compatible with drum or disc brakes, SOFTEK NXT incorporates a two-piece knuckle assembly featuring premium kingpin bushings and seals for improved bushing life as well as reduced maintenance service time. SOFTEK NXT (http://www.hendrickson-intl.com/CMSPages/GetFile.aspx?guid=b3bf136e-92d3-4cac-8b90-4d481befdc28) will be available for OEM specification in North America by the fourth quarter this year. Next up is the new OPTIMAAX liftable forward 6x2 tandem axle system with automated controls that saves 350 lbs. of weight while reducing tire wear due to liftable axle providing ride and handling during variable load conditions. A proprietary fully automated control module eliminates driver intervention and training and allows the OPTIMAAX suspension to better adapt to the requirements of the load; raising the axle when the additional capacity is not needed and lowering the axle to distribute the load evenly when required. The design can also help boost fuel economy by up to 5% through the elimination of the second drive axle and the lifting of the non-drive axle. Available in 20,000 lb. capacity, OPTIMAAX will be available for OEM specification in North America sometime during the fall of 2014 (http://www.hendrickson-intl.com/CMSPages/GetFile.aspx?guid=69cafa7d-6509-4be4-9d7b-5498692576e3). Finally, Hendrickson is launching a new air slider trailer suspension model called VANTRAAX ULTRAA-K (http://www.hendrickson-intl.com/CMSPages/GetFile.aspx?guid=1bb493a6-af3b-44ed-bee2-c0fcab5a7068) this July. The new design incorporates zero maintenance damping air springs or ZMDs as well as pivoting mud flap brackets to help improve ride quality. Its new slider suspension design is also lighter than conventional models by 100 lbs. and comes with a 10-year structural corrosion warranty.

Transport Topics / March 27, 2014 Western Star Trucks has expanded production of its Model 4700 tractor to Cleveland, North Carolina, although most of the vehicles are still made in Portland, Oregon. The niche line of Daimler Trucks North America made the announcement here March 26, prior to the official opening of the Mid-America Trucking Show. Western Star makes severe-duty and heavy-haul trucks as well as highway tractors. Marketing director Ann Demitruk said production for the 4900 and 6900 models remains wholly in Portland, but the 3-year old 4700 has grown in popularity and needs to branch out. Cleveland is the largest U.S. manufacturing plant for Freightliner Trucks, DTNA’s larger truck brand. Workers at the plant, which opened in 1989, make Cascadias and other Class 8 Freightliners.

Transport Topics / March 27, 2014 The two North American truck makers of Paccar Inc. showed off their improvements in fuel efficiency and driver information technology, and predicted improving Class 8 sales this year. Kenworth Trucks and Peterbilt Motors executives expect 2014 U.S. and Canadian heavy-duty sales of 210,000 to 240,000 vehicles, up from about 212,000 in 2013. Robert Woodall, Peterbilt’s director of sales and marketing, said current conditions point toward the top half of the range, or more than 220,000 units. In separate interviews, Preston Feight, who has the same job with Kenworth, and Woodall said the long-beleaguered construction industry has bounced back, boosting sales of dump trucks and cement mixers. Kenworth had a T680 Advantage package on display and Peterbilt’s effort is called Epiq for its Model 579. Both highway tractors feature optimized aerodynamics and harmonized drivetrains with Eaton Corp. automated manual transmissions designed specifically for the Paccar MX-13 engine. The two OEMs also unveiled driver-coaching systems in the dashboards that evaluate driving performance in real time, letting vehicle operators know about coasting, braking and accelerating, praising skilled operation and suggesting improvement when needed.

Fleet Owner / March 27, 2014 (Former Paccar executive) Bill Kozek, Navistar’s president of North America Truck and Parts, declared right at the start of the International Trucks news conference here at MATS that the OEM is “producing the best products that we have ever offered-- and we are gaining recognition for it from the industry.” Kozek noted that a year ago the OEM was beginning its transition to SCR (selective catalytic reduction) engine technology” and said now that “it is incredibly satisfying to say that the very first of our SCR products [the ProStar powered by the Cummins ISX15] has been named ATD 2014 Truck of the Year.” Pointing out that Navistar initiated its SCR medium-duty transition late last year, which included launching the Cummins ISB 6.7L engine in its DuraStar truck, Kozek reported that the OEM’s proprietary MaxxForce 9- and 10-L engines with SCR will become available for DuraStar and WorkStar medium trucks beginning this summer. In his remarks, Kozek also spotlighted the International OnCommand Connection remote-diagnostics system that was announced by the OEM last fall. In particular, he emphasized that along with “supporting quicker repairs and controlling maintenance and repair costs,” OnCommand Connection is the “first single remote-diagnostics portal to use an open architecture system with fleets’ existing telematics providers.” In reply to a question about International Trucks’ market position, Kozek said that “yes, we have had a reduction in market share, but ultimately it's about getting customers into today's products— it comes down to Sales 101.” In addition, Kozek told FleetOwner that— at least for now— the OEM is sticking with its forecast that 2014 sales for Class 8 trucks will number “in the neighborhood of 220,00 to 230,000 units.”

Fleet Owner / March 26, 2014 Predicting “a fairly robust ramp up” in truck sales this year, Bendix Commercial Vehicle Systems president and CEO Joe McAleese expects Class 8 production in the NAFTA market to grow 15% this year “and another 5 to 15% in 2015.” Medium-duty Class 6 and 7 production should also follow a similar growth path, he said during a press conference at the Mid-America Trucking Show. While general economic conditions indicate “not bad” GDP growth of 2.5 to 3% this year, conditions within the trucking market point to stronger activity, according to McAleese. Fleets are recording good equipment utilization rates and showing discipline in capacity expansion, he said, resulting in improved profitability that will allow them to begin replacing an aging fleet. Strong freight tonnage numbers in February point to further rate stability and growth, he added. “Net Class 8 orders are already strong in the first quarter, and the question now becomes can we produce enough [to reach 15% growth]. I say bring it on,” McAleese concluded. Turning to the high level of regulatory activity experienced over the last few years, McAleese pointed to expected new rules on electronic stability controls and collision mitigation systems as proof that “strong government influence [on truck safety technology] will remain active. That’s just a fact.” The challenge for suppliers like Bendix is “to find the payback in those systems for our customer,” he said. Forecasting that the company will sell 250,000 heavy-duty air disc brakes this year alone and pointing out that it has surpassed the 300,000 unit mark for its electronic stability control system, McAleese said improvements in both safety and total cost of ownership were completely compatible. Responding to a question about the future of autonomous or driverless trucks, Fred Andersky, Bendix director of government affairs, said that technology wouldn’t be the problem. “Google says it will have [autonomous automobiles] ready within the next few years, but I don’t think we’ll see them until 2025 at the earliest,” he said. “There still so much to be addressed outside of the technology, including things like security, privacy concerns, liability, cost and above all public acceptance.” However, developing the technologies to enable driverless cars or trucks will have other, more immediate benefits, according to Andersky. “I’m not going to give up my CDL any time soon, but these technologies will bring significant improvements to active safety systems long before we get to driverless trucks.”

Walmart showcased its futuristic truck today at the Mid-America Trucking Show (MATS) in Louisville, Ky. The Walmart Advanced Vehicle Experience is a tractor-trailer combination that features leading edge aerodynamics, an advanced turbine-powered range extending series hybrid powertrain, electrified auxiliary components, and sophisticated control systems all in one package, developed in support of the company’s industry-leading sustainability program. In 2005, Walmart, one of the nation’s largest private fleet operators, announced its goal to double fleet efficiency by 2015. Walmart trucks log millions of miles every year, so when it comes to sustainability and fleet efficiency, the goal is simple: deliver more merchandise while driving fewer miles on the most efficient equipment. As of last year, the company had achieved an 84 percent improvement in fleet efficiency over its 2005 baseline. “Walmart is continually looking for innovative ways to increase our efficiencies and reduce our fleet’s emissions,” said Tracy Rosser, senior vice president of transportation at Walmart. “The Walmart Advanced Vehicle Experience is a bold step in transportation technologies that, although not on the road in its current form, will serve as a learning platform for the future that will accelerate our progress toward our goals.” Innovation is key to improvement, and the project aims to demonstrate a wide range of cutting edge technologies and designs Walmart is considering in an effort to improve the overall fuel efficiency of its fleet and lower the company’s carbon footprint. Although the prototype currently runs on diesel, its turbine is fuel neutral and can run on compressed or liquid natural gas, biofuels or other fuels. The prototype is the result of collaboration between Walmart and many vendors, including Peterbilt, Roush Engineering, Great Dane Trailers and Capstone Turbine. Almost every component on this vehicle is cutting edge and showcases innovations of the future that will drive increased efficiencies. About the Walmart Advanced Vehicle Experience Tractor: Walmart and Peterbilt have collaborated on aerodynamic, hybrid, electrification and alternative fuel projects in the past, each with incremental gains in fuel efficiency and emission reductions. The Walmart Advanced Vehicle Experience tractor combines many of these projects in a single vehicle. “Peterbilt’s goals of producing the most fuel-efficient, aerodynamic, and lightweight trucks in the industry mirror those of Walmart,” said Landon Sproull, chief engineer at Peterbilt. “Our combined efforts help build a business case for these technologies in the future, as well as support one of our best customers.” Aerodynamics: Designers used extensive computational fluid dynamics (CFD) analysis to optimize the truck’s styling. The truck’s shape represents a 20 percent reduction in aerodynamic drag over Walmart’s current Peterbilt Model 386. By placing the cab over the engine, the truck’s wheelbase is greatly shortened, resulting in reduced weight and better maneuverability. Walmart relied on product development supplier Roush Engineering to carry out the vehicle’s construction with these detailed design specifications. “We work every day with customers from the automotive and aerospace industries, all of whom have a laser focus on maximizing efficiencies through improved aerodynamics,” said Tom Topper, Roush’s executive director of prototype services. “This design is revolutionary and truly world class.” Range Extending Series Hybrid: Range extending hybrids are a synergy between electric trucks and series hybrids, and their design reduces the energy storage size required for trucks to run on batteries alone. With Walmart Distribution Centers now located closer to metropolitan areas, transport vehicles have shorter transit times to their delivery destinations. These shorter trips reduce the vehicles’ average trip speed and create more opportunities to recover energy through regenerative braking. The generator and energy storage on the truck are scalable based on the range desired. Turbine Power: The truck features a microturbine Range Extender generator developed by Capstone Turbine Corporation. The company also engineered the truck’s integrated hybrid drivetrain solution. The use of a hybrid powertrain allows the turbine to remain at optimum operating revolutions per minute (RPM), while the electric motor/energy storage handles acceleration and deceleration. A longer-range version of this powertrain would feature a larger turbine and smaller energy storage system. “We developed this microturbine hybrid electric drive system by assembling the best team of technology leaders in the industry,” said Steve Gillette, director of business development for Capstone. “We look forward to the day when these energy-saving features are standard offers for the market.” Fuel Neutral Capability: Turbines by their nature are fuel neutral and produce very low emissions without the need for aftertreatment. Turbines are also appealing because of their few moving parts, low maintenance requirements and lighter weight. Component Electrification: With automobiles moving to electrified accessories such as power steering and air conditioning, this truck scales those systems up for use on a larger vehicle. These electrified components are used only when needed and at peak efficiency. Charge Mode: When keyed on, the truck automatically detects the state of charge of the batteries and starts charging them, if needed, using the turbine engine. Charge mode can be manually selected if an operator wishes to “top off” the batteries prior to shutting down. Electric Vehicle Mode: For use in urban areas, the truck will run on electric power alone until the battery state of charge hits 50 percent. At that time the turbine will automatically start and begin charging the batteries. Hybrid Electric Mode: For maximum range, this mode runs the turbine continuously, only shutting down if the batteries run out. Trailer: The vehicle’s trailer, manufactured by Great Dane Trailers, offers a host of fuel-saving features. The trailer body is built almost exclusively with carbon fiber, including one-piece carbon fiber panels for the roof and sidewalls, saving nearly 4,000 pounds when compared to traditional designs. The trailer’s convex nose also enhances aerodynamics while maintaining storage space inside the trailer. Other special features of the trailer include special low-amperage LED lighting strips, composite trailer skirts, aerodynamic disc wheel coverings, a Posi-lift suspension, and a one-piece, fiberglass-reinforced floor panel with a 16,000 pound forklift rating. “This road-ready prototype trailer is a bold step in transportation technologies,” said Adam Hill, vice president of product and sales engineering at Great Dane. “We look forward to further collaboration with Walmart to create more fuel-efficient vehicles of this type in the future.” A number of vendor partners were involved in the design and creation of the Walmart Advanced Vehicle Experience. Key partners – in addition to Peterbilt Motors Company, Roush Engineering, Capstone Turbine Corporation and Great Dane Trailers – include Qualnetics Corporation, Allison Transmission, Transpower, New Eagle, Fiber-Tech Industries, Grote Industries, Inc., Laydon Composites Ltd., Isringhauser Seats, Graykon, LLC, Dometic Corp, RealWheels Corp, Corvus Energy, Parker Hannifin, Accuride, Milliken Chemical, SAF-Holland USA, Inc. and Whiting. “The creation of this showcase vehicle was only made possible through strong collaboration with our partners, and we thank each of them for their valuable contribution,” said Rosser. “It’s important that we continue to work collectively on future innovations and challenge ourselves to look boldly at fleet efficiency in new and different ways.” The WAVE's PMAC (permanent magnet AC) traction motor/generator is a 300kW (402hp) GVM Series unit from Parker Hannifin's Electromechanical Automation division. The truck's 45.5 kWh battery pack, consisting of seven AT6500 Series lithium-polymer modules (96V each and total about 650V) from Richmond, BC-based Corvus Energy. TransPower supported development of the truck's battery-electric drive system (http://www.bigmacktrucks.com/index.php?/topic/35887-transpower-unveils-their-latest-generation-electric-heavy-truck/?hl=transpower). Per Allison, to enhance the drivability of this innovative truck, an Allison 4000 RDS (Rugged Duty Series) 6-speed automatic transmission is paired with the truck’s electric motor, employing adaptive controls to deliver the smooth performance drivers expect. For more information and to access related photos and videos, please visit http://corporate.walmart.com/truck.

Heavy Duty Trucking / March 25, 2014 Cummins Tuesday announced a new engine rating and its first telematics program just prior to the Mid-America Trucking Show at the Kentucky Exposition Center in Louisville, March 27-29. During an event for trucking reporters Tuesday, Cummins officials also emphasized their fuel economy improvements, their investment in technology, and discussed what may lie down the road for the world's largest independent diesel engine maker. Cummins announced a new ISX15 560-horsepower rating, suited for customers operating with heavy loads or on routes with steep grades, where pulling power and effective engine braking are critical, with 1,850 pounds-feet of peak torque. In fact, said Jeff Jones, vice president of Cummins' North American Engine Business, "it actually delivers 585 horsepower for those heavy-haul customers pulling steep grades with heavy loads, not just in western Canada but anywhere in North America." It's available immediately, he said, and Cummins expects all truck OEMs to start offering it during the second or third quarter. Cummins also announced Connected Diagnostics, a new telematics application being designed to work seamlessly with leading telematics systems. Cummins Connected Diagnostics will give customers expert recommendations for the best action to take when a driver is alerted to an engine system fault. Connected Diagnostics is the first of several telematics-assisted applications that Cummins is developing. "We heard clearly from customers, no new hardware, and give us more information, not more data," said Lori Cobb, vice president of customer support. We will make that information available to them through their existing telematics providers, and the app will allow for a more efficient service event." Cummins Connected Diagnostics will be available in limited production later in 2014, with full production release planned for 2015. Cummins officials also discussed their fuel economy improvements. Today's new-truck customers, Jones said, will enjoy at least a 7% fuel economy improvement due to Cummins engine advancements alone. On the ISX15, combustion and system optimization led to a 2% improvement in the 2011-2012 time frame. Last year, reduced parasitics and enhanced low-end torque for downspeeding added a 3.5% improvement. And this year, optimized use of SCR and NAAC means another 2%. Although the past decade or so has focused on particulate matter and NOx emissions, said Rich Freeland, president of Cummins' Engine Business, "The next battleground is going to be fuel economy. We start in a good place on fuel economy, and we won't sit still," he said, aiming to bring out more new products to increase fuel economy faster than anyone else. Looking forward, said Jennifer Rumsey, vice president, Heavy Duty, Midrange and Light-Duty Engineering Engine Business, said some of the things Cummins is looking at for the future include additional parasitic reductions (such as variable flow lube pumps and low-viscosity lubricant), improved combustion and air handling (including aftertreatment optimization, piston bowl size and turbocharger efficiency), and waste heat recovery. Although last year's $17.3 billion in sales was "essentially flat," Freeland said, last year it introduced 70 new products, grew its technology spend and continued investing in distribution and customer support, to the tune of $2.8 billion over three years. Today its global engine range runs the gamut from 2.8 liters to more than 95 liters, in both diesel and natural gas. Dave Crompton, vice president of Cummins' Heavy Duty, Midrange and Light Duty Engine Business, said the company's restructuring last year, which focused on industry and market segments rather than by product, has helped the company "create space to continue to invest in technology, capacity and support." In the on-highway business, he noted, Cummins has expanded to light-duty markets, delivered the new 11.9-liter ISX12 G natural gas engine, and announced a new "clean-sheet" 15-liter engine in China that eventually could prove a platform that will expand to the European and even North American markets. On the light-duty side, a new 5-liter V-8 is partially aimed at the pickup truck market, and Nissan will offer the engine in its upcoming, redesigned 2015 Titan. But it also plays well in the lower end of the medium-duty market, such as in walk-in vans, Crompton said. He noted that Cummins is celebrating the 25th anniversary this year of its partnership with Ram, and at its MATS booth, the company has both an original truck with a 5.9-liter I-6 and a special anniversary edition Ram with a current 6.7-liter Turbo Diesel. "The peak torque on that engine from 1985 is less that the idle torque available on the engine in the 25th anniversary truck," he said.

Truck News / March 26, 2014 A new truck purchased today with the Cummins ISX15 engine rated between 400-450 hp will be 7% more fuel-efficient than the same truck ordered four years ago. That was the message from Jeff Jones, vice-president, North American engine business for Cummins, when he spoke to trucking journalists prior to the Mid-America Trucking Show. “If you’ve got a four-year-old truck and you’re contemplating trading it in, the new truck you’re putting into service will be at least 7% more fuel-efficient,” Jones said. “That is a big deal.” The savings have come in the form of: reduced parasitic horsepower losses; improved combustion efficiencies; SCR optimization; and naturally aspirated air compressors, among other advancements. Jones cited industry studies that estimate the cost of running a Class 8 truck in the US grossing 80,000 lbs is about $1.65 per mile. Fuel costs about 60 cents per mile, making it the biggest single expense. “A 7% improvement on what’s more than a third of the operating cost of a vehicle goes straight to the bottom line,” Jones said, adding it could save a fleet about $4,000 per truck each year. “If you think about fleets that operate hundreds or thousands of trucks, the math is pretty easy to justify in terms of the ROI on a new truck,” he added. Jones said customers are beginning to realize this, which is one reason order volumes are picking up across the North American Class 8 truck market. “They know there’ll be a good ROI on new equipment relative to three-, four- and five-year-old trucks being traded in right now,” Jones said. Cummins officials also made the case for 15L power, which bucks an industry trend towards 13L engines. “There’s a tangible advantage to 15-litre big bore power,” Jones said, noting the ISX15 leads the industry in terms of market share and volume. But how can a 15L be more fuel-efficient than a smaller displacement 13L engine? Jones said it’s because: the additional power gives engineers more flexibility when it comes to optimizing performance at low rpms; big bore engines offer higher compression ratios; and because the turbocharging mechanism is simpler in higher displacement engines. The engines are now able to cruise at 1,100-1,300 rpm - unprecedented with 15L power - and when combined with an optimized automated transmission, can equalize fuel efficiency performance across a fleet, Jones said. He said today’s ISX15 can deliver as much as a 0.5 mpg improvement over the same engine offered four years ago. Combined with the Eaton UltraShift transmission via the SmartAdvantage powertrain, another 3-6% fuel savings can be achieved, Jones added.

Fleet Owner / March 26, 2014 As top executives of Cummins see it, the road ahead for the world’s largest independent manufacturer of diesel engines will be paved by its continuing investments in technology to advance product platforms, manufacturing capacity and customer support. Leading off a news conference held here Tuesday evening ahead of the Mid-America Trucking Show, Rich Freeland, president—Engine Business, pointed out that Cummins is now a highly diversified manufacturer in terms of both product categories and the geographic markets in which it participates. While Freeland characterized 2013—during which he said Cummins scored $17.3 billion in sales-- as “virtually flat from the year before, “ he advised that last year the engine segment accounted for just 47% of Cummins sales and the U.S./Canada market was responsible for only 52% of worldwide sales. He added that new products were introduced in 2013 across the company’s global markets. Freeland said Cummins fully grasps that “gaining customers’ business starts with our technology” for engine platforms that cover applications requiring 49 to 4200 hp and that include fueling by natural gas as well as by diesel. He observed that the over 950,000 engines Cummins produced last year (including some 360,000 in North America) are “indicative of our global presence and the [manufacturing] scale we can leverage. “Our strategy is simple,” Freeland continued. “It is to continue to bring out the best technology for customer requirements on a scale that enables cost-effective manufacturing and with a focus on leading [the industry] with fuel economy and unmatched customer support.” Freeland also asserted that “we will be bringing out new products to improve fuel economy faster than anyone.” Dave Crompton, vice president & general manager—Engine Business, related that Cummins launched initiatives last year to better “face the industry as it is-- by market segment rather than [approaching it] by product lines” -- and to “become better students of the markets and our customers within them. In addition, we established a business unit to focus in on our North American business.” As a result of those efforts, he said Cummins now has “a very impressive and diversified product portfolio” and will “invest further—even in this flat market-- in product development and capacity expansion.” Crompton stated that Cummins has forged “a more solid foundation” for its on-highway business and has with its ISV5.0 V8 “expanded the [diesel] lineup into pickup and medium-duty trucks as an alternative to gasoline power. “What we’ve done just over the past 12 months,” he added, “has prepared us for future growth.” More specifically on product, Compton also advised that Cummins has “paused” its program to develop a 15-liter natural-gas engine “as we await stronger market pull [via truck OEMs] for this product. On the other hand, he said the Cummins Westport 12G 12-liter natural-gas engine is “off to a great start” with 3,000 units sold in 2013— and Cummins expects it to “double production this year.”

Truck News / March 26, 2014 Revenue has been relatively flat for Cummins over the past couple years, but the company has continued to invest in research and development, which executives say positions the company well in advance of an expected upturn. Speaking to trucking industry journalists before the Mid-America Trucking Show, Dave Crompton, vice-president of the heavy-duty, mid-range and light-duty engine business for Cummins, said the company has invested more than $2 billion into R&D over the past three years, marking “the greatest spend we’ve ever had. And that’s with fairly flat revenue.” The company has invested heavily in adding engine-building capacity, “to get ahead of the growth curve that’s coming.” Among its R&D achievements, Cummins and Peterbilt have fulfilled their role in the Department of Energy-funded SuperTruck project. The companies together developed a truck that achieved 10.7 mpg, representing a 75% improvement in fuel efficiency, a 43% reduction in greenhouse gas emissions and an 86% improvement in overall freight efficiency, which takes into account a 24-hour duty cycle, including time spent off-duty. Jennifer Rumsey, vice-president of Cummins heavy-duty, mid-range and light-duty engineering, outlined four “mega-trends” that are fuelling future technological developments in the industry. They include: reducing the environmental impact to the climate; more diversification in energy sources (ie. alternative fuels); increasing connectivity (ie. telematics and remote diagnostics); and sustainable growth (how to improve sustainability across the entire supply chain). Jeff Jones, vice-president of Cummins North American engine business, said he believes Cummins is in the strongest position it’s ever been in. Its Class 8 market share sits at about 42%. “That feels pretty good to us in terms of a customer vote of confidence in Cummins as we enter this year where we’re seeing improving business conditions in this market,” he said.

Transport Topics / March 24, 2014 Toyo Tires will debut the SmartWay-verified M177 regional-to-longhaul steer tire, the M170 regional steer tire and the M920 drive traction tire for regional and longhaul applications at the Mid-America Trucking Show this week in Louisville, Ky. The tires feature the company’s e-balance technology and have improved tire life, endurance, and retreadability as well as reduced rolling resistance and irregular wear, according to Toyo. The M177 is a low-rolling-resistance steer tire available in G and H load ratings in four sizes. The M170 is a regional steer tire capable of being used in all wheel positions. The M920 drive traction tire is designed for regional and longhaul applications and features wide, staggered tread blocks for improved traction and performance, the company said in a statement. The company also announced that its M144 tire received SmartWay verification, confirming it meets U.S. Environmental Protection Agency standards for low-rolling resistance. “The M144 is a part of our growing selection of SmartWay-verified tires,” Lowell Slimp, senior product manager for commercial truck tires with Toyo Tire U.S.A. Corp. “We are dedicated to expanding the number of these low-rolling-resistance products, with more announcements planned for later this year.”

Transport Topics / March 26, 2014 Heil Trailer International announced plans to re-enter the market for stainless steel tank trailers as part of an effort to expand and diversify the market for the company’s products. CEO Randall Swift said the company will make the new trailers in Juarez, Mexico, and will use an advanced laser welding process that is superior to existing production designs and represents a major investment by American Industrial Partners, a private equity firm that acquired Heil in 2012. “It’s the beginning of a new chapter,” Swift said. The company currently produces between 3,000 and 5,000 trailers a year. The potential market for stainless steel trailers is about 3,000 trailers a year, he said. Zack Coley, vice president of North America sales and marketing, said Heil stopped making stainless steel tank trailers in 2001 in response to competition from low-cost producers. “It seemed like a good time to start back up,” Coley said, noting there is increased demand now for premium trailers. He said the company is looking at further expanding its product line to include cryogenic trailers and adding a new manufacturing plant overseas. Besides Mexico, the Cleveland, Tenn.-based company builds trailers at three plants in the U.S., along with plants in Argentina and Thailand.