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Fleet Owner / March 26, 2014 Hankook Tire has intruduced its newest truck tire, the long/regional haul Smart Flex DL12, at the Mid-America Trucking Show. The drive position TBR tire will be released in the third quarter this year and available in six sizes: 11R22.5 14 and 16 ply, 11R24.5 14 and 16 ply, 295/75R22.5 and 285/75R24.5. Hankook is also showing its recently released e3 Wide DL07 and e3 Wide TL07 Ultra Wide Base drive and trailer position tires on display. The Smart Flex DL12 offers all-weather traction, improved tread wear, handling and stability. It incorporates a 4-channel full depth zig-zag groove tread pattern offering excellent traction and tread life, an optimized carcass structure for better ride and handling, an improved bead profile for superior retreadability and a multiple 3-dimensional kerf design that provides additional traction and helps to prevent irregular wear. “The new Smart Flex DL12 offers fleets nationwide an innovative new drive tire which focuses on traction, handling and durability,” said Brian Sheehey, Hankook Tire America Corp. director of commercial tire sales. “This new tire provides fleets the security and performance benefits they have been asking for in this segment.” Both the e3 Wide DL07 and e3 Wide TL07, first unveiled at the 2013 SEMA show, incorporate Hankook’s spiral-coil technology for improved casing durability, an advanced tread pattern to prevent irregular tread wear and are both approved for Smartway.

Fleet Owner / March 26, 2014 Testing has shown an increase in brake drum life of up 30% in operations using Bendix Spicer Foundation Brake’s Versajust LS Slack Adjuster with the WearMax clutch, the company reported this week at the Mid-America Trucking Show. Bendix Spicer also said that the automatic slack adjuster can extend lining life by up to 16%. The Versajust’s automatic slack adjuster technology and WearMax clutch allows for a gradual, continuous, and more precise adjustment of the running clearance between the brake shoe and drum, the company said. “Versajust’s unique adjustment rate enables a tighter running clearance, which provides the maximum brake chamber reserve stroke and creates a quicker response time for brake application. This makes it a valuable component, especially in today’s environment of Compliance, Safety, Accountability (CSA) scoring and the Reduced Stopping Distance (RSD) mandate,” said Gary Ganaway, director of marketing and global customer solutions at Bendix Spicer Foundation Brake (BSFB). “In addition to bolstering the safety proposition for fleets, Versajust can save fleets money by extending lining and drum life, while lowering the maintenance costs associated with brake adjustments,” Ganaway said. “In contrast to Versajust, most slack adjusters on the market – while attempting to achieve this tight clearance – adjust prematurely as the drum heats and expands during normal braking. When the drum cools down again, that running clearance is reduced – or even eliminated – which can result in a dragging brake, higher brake temperatures, and accelerated wear.” Dragging brakes can reduce fuel economy and increase maintenance costs by creating the need for frequent brake adjustments, Ganaway said. He added that fleets may not be aware that they have an issue with dragging brakes, and may believe they are experiencing typical lining and drum life. However, if they regularly need to back off the slack adjuster during maintenance, or are unable to rotate a tire or remove a drum, it may be an indicator of overadjustment by the slack adjuster.

Transport Topics / March 26, 2014 Cummins officials speaking at the Mid-America Trucking Show emphasized engine-related fuel efficiency gains that can save $4,000 per truck annually and stimulate increased business in the improving 2014 trucking market. “One of the reasons that business is picking up is that customers are confident in the savings,” Jeff Jones, vice president of Cummins’ North American engine business, said during a press event. “Customers will buy a truck with an engine that is at least 7% more fuel efficient than four years ago.” The savings were based on running 100,000 miles with $4-a-gallon diesel in a truck with a 15-liter engine, whose miles per gallon now is 6.96, compared with 6.5 mpg four years ago. Savings resulted from steps such as optimization of combustion and aftertreatment and better low-end torque, Jones said. Other reasons for the expected rise in Class 8 sales in 2014, he told TT, are an improving economy, an aging fleet, more available financing and higher carrier profits. Additional cost savings can be obtained when Cummins engines are paired with Eaton transmissions in the Smart Advantage package. In addition, Cummins introduced a new 560-horsepower rating for the ISX15 with 1,850 pound feet of peak torque that is designed for operations on steep grades and with heavy loads. On the telematics front, Cummins said it is developing an application known as Connected Diagnostics with planned third-quarter availability. The company is working with several telematics providers with the intention of giving drivers or other fleet personnel immediate information when an engine system fault code is displayed.

Fleet Owner / March 26, 2014 Bendix Commercial Vehicle Systems is showing a number of products and announcing several enhancements to existing products at the Mid-America Trucking Show this week. One of the products that has received an update is its Bendix TABS-6 advanced trailer roll stability system. TABS-6 now offers automatic lift axle control to help reduce tire wear and fuel consumption by maintaining proper per-axle weight load. When equipped on a trailer with a lift axle, TABS-6 monitors the load on the air bags and will raise or lower the axle as required, without needing driver input, based on the trailer’s suspension capacity and legal load limits, the company explained. “Bendix TABS-6 advanced is the brains behind the lift axle, looking at the load and determining whether the weight warrants the use of both axles,” said TJ Thomas, Bendix director of marketing and customer solutions, Controls group. “It prevents the error of overloading a single axle and helps operators avoid the additional tire wear and fuel usage – and possibly extra tolls – associated with running a light load on both axles.” The system’s automatic lift axle control is customizable and can be set to lower the axle automatically when the trailer is parked. This means that when the trailer is subsequently loaded, it is ready to handle its weight capacity. Bendix has also expanded its SafetyDirect program to provide a “more effective training and safety tool for drivers and fleet operators.” SafetyDirect is a user-friendly Web portal that provides fleet operators with videos of severe events, along with comprehensive feedback on their fleet and drivers. The system wirelessly and automatically transmits real-time driver performance data and event-based information to the fleet’s back office for analysis by fleet safety personnel. Version 3.2 of SafetyDirect allows for more comprehensive application of the data generated by vehicle safety systems, enabling the creation of training programs that recognize ideal driving habits and target specific driver needs. “Safe drivers practicing safe driving habits, supported by comprehensive driver training, have always been the first line of defense in preventing accidents,” said TJ Thomas, Bendix director of marketing and customer solutions, Controls group. “More than ever, SafetyDirect helps recognize and reinforce drivers’ best practices, enabling fleets to strategically enhance and improve their training programs to maximize highway safety.” Using data from a vehicle’s safety systems, SafetyDirect captures and reports – with video clip included – event-based occurrences in numerous preset categories, including excessive curve speed and excessive braking, and activation of on-board safety systems such as collision mitigation and stability events. The updated SafetyDirect now includes the capability to create a driver’s score card. For example, fleet operators can customize a weighted scoring system that assigns higher values to certain safety system activations, depending on their specific goals and needs. By multiplying those weights with the number of system activations in a given time period, SafetyDirect automatically generates reports that can help a fleet develop more targeted reward and training programs. A severe event captured by SafetyDirect will trigger a notification, which is delivered to designated fleet personnel via smartphone, tablet, or email. These events are captured and stored with time and date indication, driver and vehicle ID, odometer reading, vehicle speed, and GPS location. The system also provides real-time driver performance information such as following distance histograms and event counters for each driver. Kenworth and Peterbilt are both making the SmarTire Tire Pressure Monitoring System (TPMS) by Bendix CVS available as a factory-installed option on Class 8 tractors and trucks. With wheel-end monitoring through SmarTire TPMS, drivers can view real-time tire alerts and pressure or temperature data via an in-vehicle display or integrated OE dashboard to warn a driver of tire-related problems, including alerts for low tire pressure, extreme low tire pressure, and extreme high temperature. The SmarTire TPMS system displays actual tire pressure and temperature for each wheel location, along with a deviation value that shows the amount of over- or underinflation from each tire’s cold inflation pressure (CIP). The company also announced it has surpassed 300,000 Bendix ESP Electronic Stability Program full-stability systems sold. The company introduced Bendix ESP in early 2005. It took six full years for Bendix to reach 100,000 units sold, but only about half that time to triple it, Bendix noted. “More manufacturers and fleets than ever before are looking to the advantages of the Bendix ESP system,” said Scott Burkhart, Bendix vice president and GM, Controls and Modules. “Through demos and trials, they see how well the technology works and come away as believers in what it can bring to their business – in terms of safety, performance, and value. There’s a reason higher-performing full stability continues to outsell roll-only technology in today’s marketplace. It has proven itself both in terms of crash mitigation and ROI.” On dry surfaces, full-stability systems like the Bendix ESP recognize and mitigate conditions that could lead to rollover and loss-of-control situations sooner than roll-only options. Unlike roll-only systems, full-stability technology functions in a wider range of driving and road conditions, including snowy, ice-covered, and slippery surfaces, Bendix said. Full-stability systems also contain additional sensors, enabling the unit to more quickly recognize factors that could lead to truck rollovers or loss of control. Full-stability interventions also differ from those in roll-only systems since they rely on automatic brake interventions involving the steer, drive, and trailer axles.

Fleet Owner / March 26, 2014 A new exterior and interior for the K270/370 cabover medium-duty models due later this summer plus a special fuel economy-focused package for the T680 highway tractor that went into production during the first week of March were the highlights of Kenworth Truck Co.’s press event here at the 2014 Mid America Trucking Show. Kevin Baney, Kenworth’s chief engineer, told Fleet Owner that the revamping of the K270 and K370 models occurred due to the imposition of Euro VI emission standards in Europe, which necessitated wider mounts for a larger cooling system due to offset the extra heat generated by exhaust gas recirculation (EGR) technology needed to reduce emissions. “The chassis itself did not change; not even the width of the cab area changed,” he said. “But it offered us a chance to redesign the exterior look of the truck as well as make the interior more ergonomic from a driver perspective.” Built off European cabover trucks made by DAF – which, like Kenworth, is a subsidiary of Paccar – the K270 and K370 will be produced in Mexico for the North American market starting later this summer. Other new featuresfor Kenworth's revamped medium-duty cabovers include: - A standard air ride driver’s seat and 2-person bench seating with storage underneath for both the K270 and K370 models, along with a new option: single driver and passenger seats with a large console with cup holders in between; - Available wheelbases range from 142 to 242 inches in 12-inch increments, so the K270 and K370 can accommodate bodies from 16 to 28 feet. - Powered by the 6.7-liter PACCAR PX-7 engine, offering from 200 to 250 hp and up to 660 lb.-ft. of torque, both the K270 and K370 can now be equipped with a 6-speed Allison transmission with new push-button control shifter; - New Dana axles as well as new front air disc brakes for improved stopping power and longer brake life; - As part of the braking system, a new “electronic braking module” that will allow for the addition of stability control later this year; - For specialized applications, a new “clear rail” package that relocates the air tanks, DEF tank, battery box, and exhaust after treatment up behind the cab. This new option opens up room for custom bodies, such as street sweepers. - The new T680 “Advantage” fuel efficiency package, which Kenworth first showed off at the 2013 Mid America show as a demonstration model only, went into production during the first week of March and supposedly delivers a 1% fuel economy gain due to its aerodynamic enhancements alone. The factory-installed aerodynamic treatments include longer side extenders for the T680 76-inch sleeper, lower cab fairing extenders, front air dam, aerodynamic mud flaps, rear fairing without steps coupled with an air deflector, exhaust cut out covers, optional wheel covers for drive tires, a weight-saving 6x2 axle configuration and wide-base tires. An “optimized” powertrain combining Paccar’s MX-13 engine integrated with an Eaton Fuller Advantage 10-speed automated transmission then delivers another 2% in fuel savings. New software programing and lubrication strategy for the next generation MX-13 delivers another 1% fuel economy gain, noted Baney, with yet another 1% expected from more efficient drive axles expected to be offered by May this year. “Altogether that adds up to a 5% fuel savings,” he said. To date, Baney noted that over 1,500 orders have been placed for the T680 “Advantage” spec since it became available in early March. Gary Moore, Kenworth’s General Manager, noted that the OEM is projecting total Class 8 industry sales of 210,000 to 240,000 units in 2014 – along with 65,000 to 70,000 medium-duty units – in part due to the better fuel economy newer truck models can offer. “It’s really all about fuel economy now,” he told Fleet Owner. “If you can even delivery 1/10th of a mile per gallon worth of fuel savings, that adds up to a lot of money for a fleet operating a hundred trucks over thousands of miles per week.” Other items Kenworth highlighted at this year’s Mid America show included: - The addition of the Eaton Fuller Advantage 10-speed automated transmission as an option for T680 long-haul or regional applications; - A new factory-installed battery-powered idle management system now available as an option for the T680 76-inch sleeper model; - A T680 natural gas-powered option being readied for the second half of 2014; - That the T680 and new T880 model rolled out in December 2013 now comprise 50% of Kenworth production volume; - That the OEM has built over 1,000 T880 units since its December introduction with another 1,500 on back order; - That sales of Paccar’s MX-13 engine eclipsed 51,000 units in 2013 from just 4,000 units when first introduced back in 2010; - And that the OEM plans to launch what it calls a driver performance assistant or “DPA” in-cab system this July.

Truck News / March 26, 2014 The trucking industry can expect more regulations requiring the adoption of active safety systems, Fred Andersky, who handles government affairs for Bendix, announced at the Mid-America Trucking Show. Andersky gave an update on the National Highway Traffic Safety Administration’s (NHTSA) long-awaited stability system mandate, which has once again been delayed - this time until October 2014. “We do expect a final rule to be published this year, however I think it will be more of a Christmas gift as opposed to a Halloween treat,” he said. Andersky said Bendix expects the rule will call for the use of electronic stability control (ESC) systems, with implementation slated for 2017 model year trucks. Even without a government mandate, Andersky said fleets continue to adopt stability systems on their own. He said Bendix ESP (electronic stability program) is now ordered on 18% of heavy-duty vehicles, up from 17% last year. Overall stability system penetration - including roll-only stability systems and other competitors’ offerings - has grown to cover 34% of new vehicles. “One third of air brake-equipped Class 6-8 trucks came equipped with some kind of stability system,” Andersky noted, adding most of those systems were ESC. Bendix has 300,000 ESP systems on the road today. Looking beyond stability, Andersky said he expects the feds also to mandate forward collision avoidance and mitigation technologies (F-CAM). Current generation systems, with stationary object alert, have the potential to reduce fatal crashes by 31%, injury crashes by 27% and properly damage crashes by 11%. Andersky said next-generation systems, which not only warn drivers of stationary objects in their path but also take steps to avoid hitting them, will be twice as effective at preventing crashes. Andersky expects to see a final rule requiring the use of these systems published by 2017, with implementation in 2019 at the earliest.

Truck News / March 26, 2014 Kenworth T680s ordered after May will deliver 5% better fuel economy than the same model did last year, the company announced at the Mid-America Trucking Show. The company has been enhancing fuel economy through a number of measures, including powertrain optimization; the mating of the Paccar MX engine to the Eaton UltraShift Plus Advantage Series transmission; improved aerodynamics and more efficient drive axles. Most of the enhancements have already entered production, but the drive axles will come on line in May, Kevin Baney, chief engineer for Kenworth announced today. Aerodynamically, new T680 Advantage package includes: under bumper fairing, under chassis fairings, wheel covers, rear chassis fairings, a sleeper extender and upper fairing trim. That combination of specifications alone accounts for a 1% fuel economy improvement, Kenworth claims. Kenworth’s two newest models, its T680 and T880, now account for about 50% of the truck maker’s sales. New to Kenworth this year is a Driver Performance Assistant, brought over from Paccar’s European vehicles, which coaches a driver on coasting and braking behaviour, providing real-time tips so that drivers can improve their performance on the fly. The system measures the rate of deceleration and offers feedback to the driver, providing them with a score for both coasting and braking. The system will be rolled out in the T680 and T880 in July, Baney said. Also new is a factory-installed idle management system, available on the Kenworth T680. The battery-based cab comfort system can provide eight hours of air-conditioning and requires 4.5 hours to recharge. On the medium-duty side, Kenworth said it’s completely redesigning its K270 and K370 cabover vehicles. The new designs will be brought from Europe and will enter production for this market this summer. The trucks have been completely redesigned, inside and out, Kenworth announced. Kenworth is projecting a good year for truck sales. Gary Moore, Kenworth general manager and Paccar vice-president, said with Class 8 retail sales of 212,000 units in the US and Canada, 2013 turned out to be the fifth best year on record. Projecting between 210,000 and 240,000 Class 8 truck sales in the US and Canada this year, Moore said there’s the potential for 2014 to represent the third largest truck market in history. Kenworth is pleased with where it currently sits, with 14.5% of Class 8 market share and 7.9% of the medium-duty market. Moore said the company is also pleased with the growing popularity of its Paccar MX13 engine; there are now 51,000 in service. The T880 vocational truck has proven popular as well, with 1,000 built since its launch last year and another 1,500 on order. “The industry is healthy,” Moore said, noting the used truck market is strong, freight tonnage and fleet profitability are trending in a positive direction, and the average age of the Class 8 fleet sits at 6.5 years.

Fleet Owner / March 26, 2014 Allison Transmission is displaying its TC10 tractor transmission with FuelSense package this week at the Mid-America Trucking Show. In addition, attendees can also participate in a ride-and-drive with the fuel-efficiency package. Engineered for highway, city and suburban driving, the TC10 maximizes fuel efficiency for real-world duty cycles, including cruising and stop-and-go delivery routes. First introduced last year, Allison said the transmission has shown an average 5% fuel economy improvement over manual and automated manual transmissions in fleet testing. The company said the TC10 with FuelSense “delivers a unique package of software and electronic controls that target critical components of a tractor’s duty cycle for maximum fuel savings.” FuelSense features automatically adapt shift schedules and torque, maximizing transmission efficiency based on load, grade and duty cycle, without sacrificing performance. “Fuel costs continue to be a major concern for the trucking industry,” said Lou Gilbert, director of North American marketing and global brand development for Allison Transmission. “The TC10 with FuelSense is an extremely fuel efficient transmission, built with the dependability and durability for which Allison automatics are known.” Allison said vehicles equipped with its transmissions will be shown by several manufacturers at the show, including Freightliner, Western Star, Kenworth, Peterbilt and Navistar (featuring a ProStar with TC10). An Allison 4000 RDS transmission is a major component of the Walmart Advanced Vehicle Experience concept truck that will be shown at the Great Dane Trailers booth (34075). The concept truck is an aerodynamic, high-efficiency prototype developed in partnership with Peterbilt. The series hybrid tractor includes kinetic energy recovery through regenerative braking and range extension provided by an on-board microturbine. To enhance the drivability of this innovative truck, the Allison transmission is paired with the truck’s electric motor, employing adaptive controls to deliver the smooth performance drivers expect.

Fleet Owner / March 26, 2014 Peterbilt brought the celebration of its 75th anniversary to the Mid-America Trucking Show (MATS) here in Louisville, KY today with a line of new spec packages and an anniversary edition of the Model 579 featuring bright work and a paint design reminiscent of its show truck history. Darrin Siver, Peterbilt general manager and PACCAR vice president, introduced the company’s anniversary offerings this morning in a special press conference. “This is a milestone year for the company and we wanted to acknowledge it in a way that has been defining Peterbilt for 75 years – products distinctively styled, technologically advanced and designed to maximize the satisfaction and bottom lines of our customers,” Siver said. “In this tradition, we have taken the most innovative on-highway vehicle in the company’s history and complemented it with components, accents and amenities that celebrate Peterbilt’s past and future.” The anniversary edition sports a long list of special features, such as bright accessories, a two-color paint design similar to the original 1939 Peterbilt (as well as the 50th anniversary edition Peterbilt), and a premium interior with exclusive logos and a unique numbered nameplate. Other exterior features of the special edition model include: a highly polished hood crown that surrounds a new oval grille design; exclusive 75th anniversary emblems on the sleeper, side hood bright air intake bezel and new bright rocker panels; 75th anniversary two-color paint design featuring a new proprietary color called Diamond Red, created in partnership with Axalta Coating Systems and part of their Imron Elite; and rear stainless steel mud flap hangers with anniversary emblem. The interior of the Model 579 75th Anniversary Edition has also been given special treatment, including: Peterbilt’s premium Platinum Titanium interior accentuated with a new charcoal dash top and Blackwood finish trim accents; a sequentially numbered 75th anniversary emblem added to the dash accent trim; custom red stitching lining the steering wheel; exclusive Peterbilt Evolution LX seats in black leather with the 75th emblem stitched into the headrest; bright gauge bezels, chromed interior handle, bright shifter plate with logo, and bright shift lever featuring a Blackwood finish shifter knob (available only with manual transmissions). “Since its introduction, the Model 579 has exceeded the high expectations we initially set for it, as well as those of our customers,” said Peterbilt chief engineer, Landon Sproull. “It has been a major success and proudly stands among Peterbilt’s most iconic trucks introduced throughout our 75 year history. This Class 8 aerodynamic leader exemplifies Peterbilt’s 75-year commitment to innovation, quality, dependability and safety. The 75th Anniversary Edition combines these product hallmarks with a new head-turning design that celebrates Peterbilt past and future.” The truck is available to order now. A 75th anniversary edition of the 579 will be touring North America throughout 2014 pulling a custom-built, double-expandable, 53-foot trailer housing an educational and entertaining exhibit about the company and its long history. The tour will begin on April 1 at JX Peterbilt in Indianapolis, IN and then crisscross the United States and Canada, finishing the tour on November 10 in Lansing, MI, and making more than 75 stops along the way. The company also unveiled a number of new packages designed to maximize fuel efficiency and mentor drivers, including an EPIQ package and a new optimized drivetrain package for the Model 579 plus a new driver coaching system available for Peterbilt Models 579,567 and 587 equipped with PACCAR MX-13 engines. According to Sproull, the EPIQ package can improve fuel efficiency of the Model 579 by up to 10%. “It utilizes an enhanced drivetrain, including Peterbilt’s new combination of the PACCAR MX-13 engine and Fuller Advantage UltraShift transmission, all available aerodynamic options and optimized spec’ing through our proprietary software system used throughout our dealer network,” he said. Specifically, the EPIQ package includes: 18-inch sleeper side extenders with 8-inch rubber flares, full chassis fairings with rubber skirts from the quarter fender to the front of the tandem axle with rubber closeouts under the sides of the cab and sleeper, and roof fairings with an exclusive rear wall closeout. It also includes aerodynamically enhanced components such as a three-piece aero-style bumper; multi-piece aero-style hood; painted outside sun visor; and an aero-style aluminum battery box positioned on the passenger side, under the cab. A new drivetrain pairing, dubbed APEX, is also part of the EPIQ model. It features the PACCAR MX-13 engine driven through a Fuller Advantage Automated Transmission. This new combination features precise communication between the engine and transmission, as well as proprietary control logic to further enhance fuel economy. APEX is more than 80 pounds lighter than previous combinations, according to Sproull, and features a small-step ratio in 9th and 10th gears for a more fuel-efficient operating range while downshifting. To further increase aerodynamic performance, the EPIQ package recommends a single horizontal exhaust configuration or a single right-hand back-of-sleeper exhaust configuration. The package also includes a Tire Pressure Monitoring System (TPMS) designed to provide operators with real-time tire pressure information, plus low rolling resistance tires. Peterbilt and its dealer network use a proprietary spec’ing system to help optimize vehicle performance and exactly match customers’ business and application requirements. This software has been enhanced to complement the Model 579 EPIQ by recommending the most fuel efficient rear axle ratios and engine settings, among other options. The company also chose MATS as the venue for the introduction of new functionality for its Driver Information Center. The new module, which is available for Peterbilt Models 579, 567 and 587 equipped with PACCAR MX-13 engines, monitors numerous vehicle systems and driving habits to provide operator feedback through a scoring system that rewards practices to reduce fuel use and minimize brake wear. The display shows a driver his/her performance scores in categories such as braking and coasting, as well as a total performance scoring percentage. If the system detects driving habits that are detrimental to fuel economy (such as erratic acceleration) or actions that reduce component life (such as excessive hard braking) it is designed to provide coaching tips with suggested corrective actions. For instance, the system may suggest the operator make greater use of engine retarder devices and rely less on the brake pedal to maximize the life of the foundation brakes. Drivers view this information on the 5-inch, color LCD display screen located within the driver instrumentation cluster, to enable them to keep their eyes on the road. In addition to the new functionality, it provides operators with essential data on vehicle and engine functions. According to Sproull, the system performs both while the vehicle is in operation and while parked, the latter to help reduce idling time. Peterbilt’s medium-duty COE lineup also has a new addition—a Model 220 that features numerous interior and exterior enhancements developed to increase driver productivity, safety and durability, such as a new electronic braking system (EBS) to provide quicker responsiveness and an improved braking “feel.” The cab has a completely redesigned interior, engineered to give operators still greater levels of productivity and comfort. “Ergonomics were enhanced with easier-to-read instrumentation, and all switches are grouped by function,” said Sproull. “Everything is within easy reach of the driver and the overall layout provides a logical, easy-to-operate environment.” The exterior features a new galvanized steel bumper, new radiator protection plate and Lexan covering to help protect headlamps. Fog lamps have been integrated into the bumper. The Model 579 and vocational Model 567 were also expanded with the addition of compressed natural gas configurations. Both vehicles will be available with the Cummins-Westport ISX 12 G with ratings from 320 hp @ 1,150 lb.-ft. to 400 hp @ 1,450 lb.-ft. According to Peterbilt, the company leads the industry with 40% of all Class 6-8 natural gas truck sales and has been offering natural gas vehicles for nearly 20 years. Vocational Model 567 also got several new enhancements, including expanded PTO functionality when paired with the PACCAR MX-13 engine. New features include: the capability to activate external notification of impending diesel particulate filter (DPF) regeneration; remote throttle while in PTO mode; and the ability to have DPF regeneration take place during PTO operation. 72- and 80-inch Platinum sleepers in Model 579 and Model 567 trucks appear in a new light, too, with the availability of an ambient lighting package featuring all LED bulbs for longer life and reduced power consumption. LED light also has a softer, more relaxing lamination than incandescent bulbs, Peterbilt noted. All of these introductions come at the start of what the company believes will be a good year ahead. “We are expecting big things for 2014,” observed Robert Woodall, Peterbilt’s director of sales and marketing, as he opened the press conference today. Woodlall listed numerous reasons for optimism. Many fleets have reported record revenue, the average age of vehicles in use remains high and performance is very strong in the parts and service aftermarket, he said. Not a bad marketplace to be in at 75 or any other age.

Transport Topics / March 26, 2014 Kenworth Truck Co. unveiled at the Mid-America Trucking Show (MATS) in Louisville, Kentucky its updated Class 6 cabover models with a series of exterior and interior changes. The Class 6 K270 and Class 7 K370 trucks add Dana axles, front air disc brakes and an electronic braking module that will allow for the eventual addition of stability control systems. An available 6-speed Allison transmission joins the 5-speed transmission that already is available. A new, push-button control shifter also is added. For specialized applications, Kenworth offers a “clear rail” package that relocates the air and diesel exhaust fluid tanks, battery box, and exhaust aftertreatment behind the cab. This option opens up room for custom bodies, such as street sweepers, Kenworth said. Inside, the trucks get a new dash and gauge cluster, a standard air ride driver’s seat and two-person bench seat with storage space underneath. The trucks are powered by the 6.7-liter Paccar PX-7 engine, which has power ratings from 200 to 250 horsepower and up to 660 pound-feet of torque. Available with wheelbases ranging from 142 to 242 inches in 12-inch increments, the trucks can accommodate bodies from 16 to 28 feet long.

Whenever I hear complaints about post-2000 Mack engines up to the point when Volvo began installing their own engines from 2006-2007, I have to put any and all responsibility (blame) on the owner of the Mack brand – Volvo Group. From the moment Volvo acquired Mack in 2000, they became “the captain of the ship”. That’s the way business works. Volvo had their hands into Mack from 1992 and knew the company’s product development pipeline. Through both aboveboard and underhanded due diligence, Volvo had an intimate understanding of the ASET engine product which it later launched into the market. Thus, I feel that Volvo Group is wholly responsible for any shortcomings of the ASET engines launched by its Mack brand in 2002. Let’s back up a moment and remind everyone what was happening in the run-up to EPA2004 (comparable to Euro-4), and how it actually took effect in October 2002. In October 1998, a court settlement was reached between the EPA, Department of Justice, California Air Resources Board and engine manufacturers (Caterpillar, Cummins, Detroit Diesel, Volvo/Mack and Navistar) over the issue of high NOx emissions from heavy-duty diesel engines under certain driving conditions. Since the early 1990’s, the manufacturers utilized engine control software that allowed engines to switch to a more fuel efficient, but higher NOx output, driving mode at highway cruising speeds. The EPA considered this engine control strategy an illegal “emissions defeating device” The court settlement resulted in a consent decree that dictated: 1. Civil penalties for engine manufacturers and requirements to allocate funds for pollution research 2. Upgrading existing engines to lower NOx emissions 3. Supplemental Emission Test (steady-state) with a limit equal to the FTP standard and NTE limits of 1.25 × FTP (with the exception of Navistar) 4. Meeting the 2004 emission standards by October 2002, 15 months ahead of time A positive note was that EPA2004 matched California emissions requirements, so that engine manufacturers no longer had to design and produce two standards of engines for the U.S. domestic market. Volvo produced and sold two types of Mack ASET engines: Mack ASET AC (application – highway) – Cooled (external) EGR Mack ASET AI (application – vocational) – Internal EGREGR (Exhaust Gas Recirculation) lowers nitrogen oxide emissions by cooling and reusing a measured portion of the exhaust gases. Cooled (external) EGR has been a global standard technology since 2002. Scania utilized single-stage water-cooled EGR combined with high pressure injection (Scania HPI) to meet Euro-4 (near EPA2004) emissions on both on-highway and vocational trucks (photo 1). In meeting Euro-5 (near EPA2007), Scania combined extra-high pressure fuel injection (1800-2400 Bar Cummins-Scania XPI) with two-stage water-cooled EGR (photo 2). For Euro-5 (near EPA2007), Scania has always offered customers a choice of EGR or SCR to meet the preferences of individuals and fleets (Give the customer what they want). .

I see the Japanse "Kato" crane in the background. They've been popular in Asia for decades. Kato was founded in 1895. http://www.kato-works.co.jp/eng/

In 2012, Renault sold its remaining stake in Volvo Group (Renault came to own Volvo shares stemming from a failed merger attempt). Thus today, both the Mack and Renault "brands" belong to Volvo Group. Originally launched in 1990, Volvo terminated production of the unusual looking but popular Renault "Magnum" heavy tractor in 2013. Volvo has replaced the Magnum with the new Renault-branded "T" Series, which is the recently launched second generation Volvo FH with different (and very unattractive) front fascia. Unlike the Magnum it replaces which was available with the Mack V-8 for many years, the "T" series is only offered with Volvo D11 and D13 engines (rebadged as DTI 11 and DTI 13) rated from 380hp to 520hp. The Volvo D16 is not available. http://www.renault-trucks.co.uk/t/ FYI: http://corporate.renault-trucks.com/media/document/DP-pdf/dp_magnum_20_ans_en.pdf EE9-500 16.36 500 @ 1,900 2,000 N.m @ 1,300 Europe – Renault Magnum AE500 EE9-520 16.36 520 @ 1,900 2,250 N.m @ 1,300 Europe – Renault Magnum AE520 EE9-530 16.36 530 @ 1,900 2,250 N.m @ 1,300 Europe – Renault Magnum AE530 EE9-560 16.36 560 @ 1,900 2,450 N.m @ 1,300 Europe – Renault Magnum AE560

The 16.4 liter Mack-Scania V-8 is still very much with us of course. Perhaps over time, when you are ready for the responsibility that serious power requires, you may move up from your D16 to a high-end powerplant - the Scania DC16 V-8. http://www.youtube.com/watch?v=bPK9PyenTtc&list=PL2E544D75CCFF281D http://www.youtube.com/watch?v=TEVLrFB5uVk&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www.youtube.com/watch?v=DAtVDmK55S4&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www.youtube.com/watch?v=7CvwcMGqlZY&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5

Yes, to meet the needs of the low volume "baby 8" segment, Mack wisely outsourced with the ETZ477/E4-210 (Scania DS8) and EM5-250/290 (Renault MIDR 06.20.45). There's a word for how that was handled - smart. I'm very proud to let my fellow Americans know that Mack Trucks had planned to re-launch the E9 V-8 in 2003 with Bosch electronic unit pump (EUP) injection, a revision that would have allowed Mack's legendary powerplant to meet EPA2004 and EPA2007 emissions standards. And like its relative, the Euro-6 Scania DC16 V-8, the Mack E9 could have been upgraded to high pressive common rail fuel injection to meet EPA2010 emissions. Volvo cancelled the relaunch of the Mack E9 V-8 because they wanted to use their own upcoming D16, and not because the Mack E-9 couldn't be made emissions compliant. Sir, would you please tell me what you find humorous about Mack's intention to relaunch the E9 V-8? I take your "LOL" remark as an insult against the former Mack Trucks. For you to say that "Mack had already lost the heavy haul market by the time" is merely your opinion. Had Volvo not terminated the V-8 relaunch, I am confident that Mack would have quickly recaptured any lost market share (as you allege) in the heavy haulage segment (following the E9's brief departure) and once again had the entire U.S. V-8 market segment all to themselves. As much as you admire foreign truckmaker Volvo, I'm at a loss as to why you purchased the Mack-branded Titan instead of the real McCoy, the Volvo-branded VNX (the VNX and Titan are the same truck with different cabs). You then could bask in the guiding light of the Volvo nameplate everyday. I understand the Volvo-branded VNX even includes a complimentary Volvo prayer rug and a compass to ensure you are facing Gothenburg during your noon devotions.

I'm not infallible. I had dinner with Henry Nave several times and found him to be an impressive individual. Ralph Reins and Marc Gustafson certainly weren't in his league..These are my own humble thoughts. http://www.automotivehalloffame.org/inductee/henry-nave/103/

Full of life, color and radiating American pride, the Mack "5-Color" logo is arguably the best that the company ever used. And certainly, the Mack "5-Color" logo is far better than the VSA Partners-designed dark medieval European-style black and white logo that Volvo plans for their Mack brand now. I hate to think how much Volvo paid VSA partners for this distasteful new brand logo. The article below, "Mack Re-establishes Trademark", is from The Mack Bulldog, Volume 11, Number 3, 1981. .

http://www.hendrickson-intl.com/Other-Documents/INTL100.pdf

After Mack phased out C-Series municipal bus production in 1960, the company began limited production of custom bus chassis. Later during the 1970s under Jack Curcio (vice president - international operations), Mack Trucks more aggressively promoted bus chassis sales in the global market. Based on the R-model with both front- and rear-mounted engine configurations, Mack FC (forward control) bus chassis were sold on both sides of the Atlantic, in Europe and Latin America. Pictured below is an example produced by bus body builder Utic in Portugal. Also pictured are some hard run veterans in South America, Mack bus chassis produced in Venezuela and fitted with bus bodies by Ciferal in Brazil. Model Production Years Units CB-Series 1941-1950 1,685 FC13 1964-1965 108 FC23 1964-1965 102 FC33 1963-1966 16 FC607B 1968-1971 118 FCR607B 1974-1974 40 FC605RB 1976-1976 1 FCR685B 1970-1976 209 FCR685RB 1976-1978 57 .

The Mack CB forward control bus chassis range was produced between 1941 and 1950. Of the 1,685 CB bus chassis were produced, most were gasoline powered but 326 units were ordered with diesel powertrains (between 1947 and 1950). Carrying model designations CBA through CBL, the CBs were designed for export to emerging countries in Latin America and Europe. Some were operated in the United States with school bus bodies. To meet the needs of Australia and New Zealand, right-hand drive models were also produced. .

When Mack Trucks comes up in discussion, we seldom hear references to bus chassis. Indeed in America, the bus chassis market has always been unique. The “big 3” for many years controlled the school bus chassis segment, while inter-city coach manufacturers largely produced their own chassis in house. The overseas bus chassis market has always been more vibrant, particularly in the inter-city and coach segments. The number of body builders is staggering, and their products impressive. Throughout Europe and the UK to South America and the world over, Scania in particular has been a long time leader in the global bus chassis segment (http://www.scania.com/products-services/buses-coaches/intercity-coach/chassis/), joined by MAN, VDL and Mercedes-Benz. From the 1930s thru 1978, Mack Trucks did indeed produce a variety of bus chassis for both the U.S. domestic and global markets (Mack’s versatile AB bus chassis served as the platform for moving vans and other truck types). In addition to producing the legendary BK inter-city coach for Greyhound and other operators in the 1930s, Mack also sold bus chassis to both U.S. bus body builders from coast to coast including C.D. Beck* of Sidney, Ohio and C.N. Johnston Company of Bakersfield, California. Global in stature, Mack also supplied bus chassis to overseas bus body builders (e.g. Argentina – see below). * Mack Trucks purchased C.D. Beck of Sydney, Ohio in September 1956 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. Beck was a manufacturer of inter-city buses as well as Ahrens-Fox fire engines. Beck had begun producing Ahrens-Fox under contract from 1953, and acquired exclusive production rights in 1955. Mack’s legendary C-85, C-95 and C-125 were directly based on a new Ahrens-Fox model in Beck’s new product pipeline that Mack Trucks subsequently re-engineered with a Mack drivetrain. From 1956 through 1958, Mack produced model 92-G “Sky Liners” and 97-D inter-city motorcoaches at Beck. .

http://www.youtube.com/watch?v=DAtVDmK55S4&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www.youtube.com/watch?v=TEVLrFB5uVk&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www3.scania.com/en/New-V8-truck-range/Line-up/ http://www.youtube.com/watch?v=QViZRWR6ovo&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www.youtube.com/watch?v=OuxL-iXX-3E&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5

Please bear in mind of course that the "Euro look" you are seeing here is circa 1987. Today's Scania exterior (and interior) design is, in my humble opinion, absolutely breathtaking. Scania is behind the most advanced heavy truck technology available today. . http://www.youtube.com/watch?v=tuu4D-j-Ymc http://www.youtube.com/watch?v=5iIFW2sUERQ

Australian Transport News / March 6, 2014 US retail behemoth Walmat has unveiled its concept truck, dubbing it the WAVE. Walmart Advanced Vehicle Experience, the WAVE was a centrepiece of the company’s recent Sustainability Milestone Meeting. President and CEO Doug McMillon says formal testing has just begun but pledged that it would be 20 percent more aerodynamic than its current trucks. It has a micro-turbine hybrid powertrain that can run on diesel, natural gas, biodiesel "and probably other fuels still to be developed", and also involves electrification and advanced control systems. "It may never make it to the road, but it will allow us to test new technologies and new approaches. I share it because it gives you a sense of how sustainability is helping us see things in new ways," McMillon adds. ‎ WAVE is the result of collaboration between vendor partners, including Peterbilt, Great Dane Trailers and Capstone Turbine. It includes an electronic dashboard with customisable gauges and performance data, a full-sized sleeper and sliding driver’s door. The driver’s seat has LCD screens at either hand and its single trailer is in the carbon-fibre-bodied. According to Business Strategy and Sustainability Director Elizabeth Fretheim, the concept is part on an ongoing sustainability and fleet efficiency drive aimed at double fleet efficiency by 2015, compared with 2005. "We’re already 80 percent of the way there," Fretheim says. "Since 2007, we’ve delivered 658 million more cases while driving 298 million fewer miles. "But the key to continued improvement is through technology. "We need to use the most efficient equipment available – and we need to pursue and test the technologies of tomorrow. "That’s why we’ve been working with our suppliers to pilot new and emerging technologies for about 20 years. "These tests have included a number of prototypes: hybrid assist, wheel-end hybrid assist, full propulsion hybrid, natural gas (LNG and CNG) and waste grease." She notes that Walmart’s Canadian Supercube trailer pilot study is in its second test phase "after proving that it can ship up to 40 per cent more merchandise than conventional tractor-trailer combinations, reducing costs by 24 percent and greenhouse gas emissions by 14 percent". (see http://www.bigmacktrucks.com/index.php?/topic/34233-wal-mart-to-expand-test-use-of-supercube-concept-in-canada/) "Like the concept cars you see at auto shows, this prototype will evolve before it’s ready for the road," she says. "But it’s exciting to think about how any one of the new features might become an industry standard in the future. "The important thing is that we find incremental improvements while also challenging ourselves to look at fleet efficiency in new and different ways." No fuel efficiency standard was mentioned for the WAVE but Peterbuilt reportedly gets 10.7 miles per gallon (4.54 km per litre) in real-world conditions from its Cummins collaboration, the SuperTruck, and AirFlow Truck Co claims 13.4 mpg (5.67 kpl) for its BulletTruck.

Truck News / March 6, 2014 Navistar announced it will be adding selective catalytic reduction (SCR) aftertreatment to its MaxxForce 9 and 10 engines, completing its mid-range engine transition to SCR. The company already offered the Cummins ISB 6.7 engine (with SCR) in its International DuraStar. The MaxxForce 9 and 10 will be offered in DuraStar and WorkStar vehicles. “Our medium-duty transition to SCR started strong with our DuraStar with Cummins ISB6.7 and we have high expectations for this chassis/engine combination as we see the construction market continue to rebound,” said Bill Kozek, President, North America Truck and Parts, Navistar. “We also know a number of our customers require more horsepower and torque and we’re pleased to offer these customers an expanded engine choice by adding SCR to our 9-liter and 10-liter engines.” Meanwhile, Navistar is also making an Allison Optimized 1000 Series transmission with an optional sixth speed available on its International TerraStar. Navistar says the sixth speed will provide improved fuel economy and lower engine noise. Also new to the TerraStar is a refined front suspension with redesigned front spring and bumper, which the company says offers a smoother ride over rough terrain.