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Two valve versions of the EM6-275L and E6-350 remained available for the DMM, and were equiped with Series Charged Air Cooling (SCAC) rather than Chassis-Mounted Charge Air Cooling (CMCAC). Is this DM possibly a DMM?

Press Release Diamond Specialty Vehicles LLC has announced the company will launch an all-new vocational and specialty truck model range in April featuring the truckmaker’s new T-Line “Driver II*” aluminum construction conventional cab. In addition, the company’s new set-forward axle TCS20 and set-back axle TCL20B powered and non-powered glider kits are now available for order (http://tlinetrucks.com/glider-kits-2/). For further information: http://tlinetrucks.com/ * The first generation "Driver" cab was designed by Autocar and introduced in 1950. The last Autocar to use the driver cab rolled off the line in Ogden, Utah in 1987. The last Western Star to use the Autocar cab, dubbed the Heritage cab by that truckmaker, was produced in 1997 (the new Constellation cab, designed by an team of Australian Western Star and DAF engineers, had been introduced in 1996). The Diamond Story - History Timeline: Harrisburg, Pennsylvania-based Loyal Osterlund, a former Diamond Reo dealer, obtained the legal rights to the name, all the spare parts at the Lansing, Michigan factory and the manufacturing dies following the truckmaker’s bankruptcy in 1975. FYI: Fire apparatus, custom truck chassis and Utilimaster brand body manufacturer Spartan Motors was founded in 1976 by former Diamond Reo Engineers effected by Diamond Reo’s bankruptcy. Osterlund created the Diamond Reo “Giant” range and established a 50 dealer nationwide sales network. Osterlund operated from 1977 thru 1993. It appears that in the summer of 1995, Loyal Osterlund's son Jan explored selling the operation to S&S/Superior of Ohio, who planned to produce Diamond T trucks as the Superior Truck & Tractor Manufacturing Company (ftp://nhtsa.gov/MfrMail/01-22-N11B-6002.pdf). In December 1995, William Snyder operating as the Diamond Reo Truck Company purchased Jan Osterlund’s assets and inventory, and built trucks until 1997 in Somerset, Pennsylvania. In 2003, Diamond Vehicle Solutions LLC under former Osterlund engineering head Joseph Whitman and other Osterlund veterans began supplying spare parts to Reo, Diamond Reo and Diamond T customers. In 2007, Diamond Vehicle Solutions LLC relocated to the Harrisburg plant constructed by Osterlund in the early 1980s. In 2008, the new company launched its “T-Line”* range of Diamond T trucks. Like Osterlund, Diamond Vehicle Solutions decided to target the vocational segment. * Not to be confused with the International Harvester "T-Line" heavy trucks once sold in Australia (http://www.bigmacktrucks.com/index.php?/topic/30957-those-magnificent-aussie-international-transtar-4670s/). (Because Sheller-Globe had stopped producing the Western Star cab, the Navistar S-Series cab was substituted until a proprietary cab could be created) In December 2013, Joseph Whitman announced that T-Line range production would resume in 2014, with order acceptance from January 6. Designed for vocational and specialty applications, component options include Cummins diesel and natural gas engines; PSI gasoline and natural gas engines; Allison, Fuller and Spicer transmissions; Dana and Meritor axles; TRW-Ross power steering; and Hendrickson and Neway suspensions. In addition, all T-Line models will be available as glider kits. .

CAT trucks are assembled by Navistar, but as is obvious, Caterpillar has gone to great lengths to create for themselves a uniquely designed truck for the Australian on-highway market. In the beginning, CAT Australia trucks were assembled at a NC2 CAT-Navistar joint venture plant in Tullamarine, Victoria. But when Navistar NC2 Global Australia became a wholly owned subsidiary of Navistar in 2011, and was renamed Navistar Auspac Pty Ltd, production shifted to North America in 2012. In the US market where CAT is focused on vocational with the CT660 and CT681, due to incompetent people, the company is going nowhere. However in Australia where CAT is focused on on-highway, and has some real truck people on the team, the company's efforts down under have legs. With the closing of Navistar's Garland, Texas plant (the former Marmon truck plant) in late 2012 where WorkStar, PayStar, TranStar and MaxxPro military vehicles were built, some Prostar* and all CAT truck production shifted to Navistar's Escobedo, Mexico plant. * Prostar production, as well as Durastar, is spread between Springfield and Escobedo. US market CT660 and CT681 vocational models are also built in Escobedo. http://www.internationaltrucks.com/trucks/experience/escobedo_plant I have to tell you, I feel the Australian market CAT trucks are extremely good looking trucks (unlike the Tonka toy-like US market CT660). The CAT C15 is well liked down under, and the company seems to have resolved its issues. In comparison, the next generation Kenworth T680 and Peterbilt Model 579 with the new cheaper-for-Paccar common cab are hideous looking. And this brings forth a little discussed matter. In the past, each evolutionary step in truck development provided operators with greater value in terms of operational costs, durability and comfort. Truckmakers competed by offering the customer more value. But we have now arrived at a juncture where truck development is focused around saving the truck manufacturers money to enhance their bottom line (not unlike today's car industry). Content is being removed where truckmakers perceive the customer either won't mind, or won't notice. The price you pay will continue to escalate, but the value of the truck you receive is going down. Make no mistake about it, you're getting less truck for your money. Paccar's new common cab is a perfect example, with a drastically lower production cost than the Kenworth and Peterbilt cabs it replaces. The introducion of Paccar's common cab is entirely about injecting greater profitability into the company's bottom line, and has no benefit to the customer.

Caterpillar's CT630S and CT630SC are engineered for Australian B-double applications, as well as B-triple and road train double configurations. http://www.cattrucks.com.au/trucks/ct630-s/#tab=1 http://www.cattrucks.com.au/trucks/ct630sc/#tab=1 https://www.youtube.com/watch?v=oKRiiw5Z1Yo#t=27

Truck News / February 27, 2015 US and Canadian trucking companies have much in common, including their growing frustration over government interference in their businesses, with seemingly little thought given to the full implications of their decisions. That was evidenced during a panel discussion on The Impact of Rules and Legislations on Fleet Operating Costs, hosted by Performance Innovation Transport at its second annual conference. Providing a fleet perspective on the subject were Mike Kelley, vice-president, YRC Freight and Mark Irwin, director of maintenance, eastern region, Bison Transport. Among their shared frustrations was the idea that government does not hesitate to foist costly regulations on the industry, while it continues to prohibit the use of safe and proven systems such as larger pup trailers in the US and 6×2 axle configurations in Canada. YRC’s Kelley said the LTL trucking industry in the US would like to move from 28-ft. pup trailers to 33-footers, which would provide an 18% increase in capacity. “The last time we’ve had any significant productivity increase was in 1982,” he complained. “We can save four billion tonnes of CO2 annually. But this will be anything but an engineering decision, it’s going to be a political decision and we’re in for a dogfight.” Closer to home, Irwin would like to see the latest generation 6×2 axles allowed in Canada, pointing to weight savings of several hundred pounds. “We need to get into this,” Irwin said. “This is something where we’re seeing significant fuel savings. It has been tested by PIT and we have confidence in PIT and what they do. The restrictions or the limitations of operating in Ontario as a result of this actually impacts our ability to perform business in Ontario.” He noted US carriers are coming into Canada using 6x2s and gaining a competitive advantage and that some Canadian fleets are also using the system, despite it being illegal. Geoff Wood, vice-president of operations and safety with the Ontario Trucking Association and Canadian Trucking Alliance warned they do so at their own peril. “If you have technology that is not allowed and doesn’t fit within the provincial framework and something happens, you might have a problem on your hands legally and civilly,” he suggested. He noted the associations are discussing the issues related to 6x2s with government, but added a formal position has not yet been taken. While governments in both countries seem bound on limiting productivity in some ways, they are also not afraid to introduce new legislation that brings tremendous cost to the industry, Kelley pointed out, citing electronic logging devices as a timely example. “We’ll have two years to put ELDs in 8,000 trucks. This is ironic, because we’ve been talking about this since 1997 and we’ll have a two-year implementation window and we can’t act on it now because we don’t know what the standards will be,” Kelley said. He is also worried about talk a Pigovian tax could be applied to the trucking industry as punishment for the carbon emissions it produces. Kelley would prefer to see a modest increase in fuel taxes, since only 2-4% of the money collected in this manner goes towards administrative costs. A Pigovian tax, which is an extreme tax intended to change behaviour, won’t work in trucking, because the deliveries must still be made, Kelley pointed out. He would prefer the government shift its attention to helping the industry, through the elimination of barriers, including traffic congestion. He cited a stat that suggested traffic congestion at freight chokepoints in the US each year produce an outcome equivalent to 51,000 trucks and drivers sitting idle for an entire year. “We should be able to align industry, environmentalists and the Administration to get a long-term comprehensive plan to address freight chokepoints,” he said. Kelley also had concerns with how the latest emissions standards for heavy trucks have been implemented, driving up costs of new trucks by 45% while at the same time, cars have increased in price just 15%. While Kelley said he agrees with the importance of cleaning the air, the new standards have resulted in less reliable equipment that has been especially troubling in an LTL environment with ever-tightening delivery windows. “The nation’s commerce is on wheels,” he said. “We have some of the biggest retailers in North America that we serve now and if we are late by three hours, they don’t have product on their shelves and they get really upset with us and then they don’t pay us.” Bison’s Irwin agreed that customer expectations are constantly rising and that regulations that curtail productivity are a hindrance. He’d like to see Ontario’s long combination vehicle (LCV) program expanded more rapidly, as one example. The company has been running LCVs for 11 years and they now account for 26% of all its miles travelled, or 2.8 million miles per month. They average about 5.5 mpg compared to the single-trailer fleet’s average of 6.5 mpg, but looked at another way, they nearly double trailer productivity to 11 mpg per trailer. “That’s pretty efficient and that’s the world we want to live in,” Irwin said. He also has an issue with roadside enforcement being overly aggressive when inspecting LCV equipment. An ABS light out results in the loss of a permit for three to four months, even though the braking system is still functional. Irwin would like to see government trust the research done by organizations such as PIT and the OEMs and more quickly approve new technologies that can improve freight.

Navistar (International Harvester) left South Africa in the late 1970s because of then-occurring financial problems. The Cummins distributor for South Africa, ProPower Diesel, became Navistar’s importing distributor in 1986. In 1988, Tyco International became Navistar’s importing distributor. After the U.S. Congress passed the Comprehensive Anti-Apartheid Act in 1986 forcing Navistar, Cummins and other U.S. companies to withdraw from South Africa, spare parts had to be imported from nearby Botswana and elsewhere. American truckmakers were “officially” allowed to return to South Africa in 1995, and within two years attained a 40 percent market share. In 1997, South Africa’s vehicle distributor titan Imperial Group bought a stake in Tyco, and took it over in 1997. International Trucks Southern Africa (NITSA) was formed in 2008, talking over the importer/distributor role from Imperial and adding SKD (semi-knocked down) manufacturing at its new $40 million Apex assembly plant in Benoni outside Johannesburg. In 2013, Navistar subsidiary NC2 South Africa decided to end production at its Apex assembly plant (which was assembling 7600 and 9800 models). Navistar is now only providing parts and service out of its Gaoteng office while it looks for a buyer willing to carry on the South African business at the very least for after-sales support while assuming all financial responsibilities. As of 2010, around 10,000 Navistar trucks had been sold in South Africa (mostly 9800s). The total population including gray market trucks is around 12,000 units. Footnote: While an American in South Africa might be pleasantly surprised by the country’s beauty, they will probably be shocked at the sight of seeing the highways highly populated with late model American cab-over-engine (COE) International 9800i and Freightliner Argosy heavy trucks. They typically run 14,000lb to 16,000lb front axles and 46,000lb drive axles, paired with 315/80R22.5 rubber. .

In 1973, an assembly plant was briefly set up in Pietermaritzburg, South Africa. After taking a 33 percent stake in Dutch truckmaker DAF that same year, International Harvester began importing right-hand drive variants of DAF's new FT2800 into South Africa with Cummins E290 and DAF powerplants paired with Fuller and ZF transmissions respectively, and selling them under the International brand. International Harvester owned a stake in DAF reaching 37.5 percent from 1973 thru 1983, many years before Paccar acquired DAF in 1996. Ref. http://www.bigmacktrucks.com/index.php?/topic/39077-millionth-daf-truck-manufactured-in-eindhoven/?p=280700 .

An often forgotten fact is that International Harvester once owned a stake in DAF. I-H purchased a 33 percent stake in financially struggling DAF in 1973, later increasing its position to 37.5 percent. DAF-powered PayStar vocational trucks were sold in Europe, while International-badged DAF FT2800 tractors were sold in South Africa. International Harvester then acquired UK truckmaker Seddon Atkinson in 1974. In 1980, I-H purchased a 35% stake in Spanish truckmaker Pegaso’s parent company Enasa Group, and together they formed "Pegaso-Internatonal" in which I-H held a 65% stake. I-H sold its Pegaso stake as well as Seddon Atkinson to Enasa in 1983. Also in 1983, I-H sold its stake in DAF. This concluded the company's attempt to establish a presence in the European truck market. .

UPS never minded paying for a product that saved them money, And Mack Truck's patented Dynamax wet clutch (designated CL-72 and CL-721) did. The Dynamax clutch was an option available to all customers but it actually came to be because UPS demanded it, initially in the F-model from 1970 and later in the MH (in those days, when UPS spoke, Mack listened). It was produced for Mack Trucks by Rockford Clutch Corp., and they lasted nearly forever. Clutch engagement took some getting used to but I wish more customers had tried it. The long life more than offset the added purchase cost. Mack basically worked with Rockford to very successfully adapt their wet clutch technology for off-highway construction machinery to the heavy truck application. The new Voith VIAB is a combination wet clutch and retarder. The clutch will, like Mack's Dynamax, last almost forever. VIAB allows for wear-free starting AND braking. Watch your bottom line grow, and your accountant smile. http://www.voith.com/en/products-services/power-transmission/turbo-retarder-clutch-viab-12877.html

Thank you very much Dave. My pleasure. To date, I have not read of discussion on purchaser refunds. This has been going on for 14 years, which would complicate a refund scheme.

Press Release / February 25, 2015 On Wednesday, February 25th, Dutch Prime Minister Mark Rutte unveiled the millionth Eindhoven-produced DAF truck. He then presented the truck to Mr. Bálint Révész from the Hungarian transport company bearing the same name, which specializes in bulk and tanker transport. Since the early thirties the "van Doorne's AanhangwagenFabriek" (semi-trailer factory) had focused on the production of trailers, but in 1949 the company introduced its first truck chassis and this was why the company name was changed to "van Doorne's Automobile Factory. A new factory was built on the Geldropseweg in Eindhoven for the production of trucks. In 1955 the 10,000th truck rolled of the assembly line and in 1964 the 50,000th. The 250,000th followed in 1984, the 500,000th in 1999 and in 2007 the 750,000th. The first DAF truck was sold on September 1, 1949 and that year a total of 150 trucks left the factory in Eindhoven. A year later there were more than a thousand. A stark contrast to the 36,000 trucks that DAF produced in 2014. Recognition for employees DAF is one of the most successful truck manufacturers in Europe and is market leader in the Netherlands, Great Britain and Hungary. The basis for further growth is a comprehensive product range, which during the last two years has been completely renewed with a view to compliance with the Euro 6 emission legislation. Simultaneously, important innovations were introduced in the Eindhoven factory, where trucks are built to order and where currently 122 heavy and medium trucks roll off the assembly line each day. "We are very honored that Prime Minister Rutte has officially unveiled the millionth DAF truck manufactured in Eindhoven ," says Harrie Schippers, President and CEO of DAF Trucks N.V. “That is also due recognition for the 5,000 employees in Eindhoven, who daily give their all to supply our customers with trucks and services of the highest quality.” Millionth for Révész from Hungary One of those customers is Révész Group from Hungary, with a fleet of 480 vehicles specializing in international bulk and tank transport. "We are very honored to receive the millionth Eindhoven-manufactured truck to add to our fleet," said owner and CEO, Bálint Révész. "Our trucks drive an average of 130,000 kilometers per year and reliability and low operating costs are our main buying criteria, not to mention the highest driver comfort. DAF knows how best to combine all of these requirements, which is why our fleet consists of almost 100% DAFs. " Prime Minister Mark Rutte said in his speech that DAF's success proves that the manufacturing industry in the Netherlands certainly has a future. Rutte: "The millionth DAF truck manufactured in Eindhoven is the millionth piece of evidence that the prescription of the brothers Van Doorne still works. Continue to innovate, continue to grow and above all continue to invest in knowledge and people who are proud of the product they make and the company where they work. Innovation and craftsmanship go hand in hand here. " Related Media: http://www.daf.com/en/news-and-media/articles/global/2015/q1/25-02-2015-prime-minister-rutte-unveils-millionth-truck-manufactured-in-eindhoven 85 Years of DAF: http://www.daf.com/en/about-daf/daf-history

Autoreview / No.2 2015 Russian truckmaker KamAZ has been chosen to provide Russia's Federal Emergency Management Agency (FEMA) with additional trucks for humanitarian aid supply. The trucks, model 43118 6x6 rigids and 65117 6x4 rigids, feature Cummins ISBe and ISLe engines, Cummins Fleetguard filtration, Euro-4 selective catalytic reduction (SCR) exhaust after-treatment from Cummins Emission Solutions, and ZF 16-speed Ecosplit transmissions. For more information: http://trucks.autoreview.ru/_archive/section/detail.php?ELEMENT_ID=143798&SECTION_ID=8050

Heavy Duty Trucking / February 24, 2015 Peterbilt has plans to expand its manufacturing facility in Denton, Texas after the Denton City Council approved an eight-year, 70% tax abatement for the facility's production, according to a report in the Denton Record-Chronicle. Peterbilt will break ground in the spring. The expansion is being done to increase production by improving the shipping/receiving and material handling process at the facility which produces heavy-duty conventional truck models. In response to the report, Leon Handt, assistant general manager of operations at Peterbilt said that the company is “pleased with the City Council’s vote and we look forward to breaking ground for the expansion.” “Peterbilt is proud to be the largest private employer in Denton County and we enjoy a positive working relationship with the city and county of Denton,” said Handt. “This expansion will allow us to continue to grow and increase the efficiencies of our operations.”

Transport Topics / February 25, 2015 Daimler Trucks said it expects “significant profit” this year and projects a 10% increase in its North American heavy- and medium-duty truck sales. The OEM said it nearly reached its 2015 target of 500,000 trucks worldwide last year, selling about 496,000 trucks, its highest level since 2006. It is targeting sales of 700,000 units in 2020 while projecting a midterm earnings before interest and taxes rate of 8%, Stuttgart, Germany-based Daimler said in a Feb. 23 statement. European markets in 2015 likely will remain flat compared with last year, and Daimler said it expects a slight drop in Japan. It projects a 10% increase in Indonesia and said the “weak period in Brazil probably will persist” with a decline of about 10%. The company, which makes Freightliner and Western Star trucks in North America, touted its “fully integrated powertrain” in that region and said that one in four of its Freightliner Cascadia models sold has an integrated powertrain with a combination of engine, transmission and axles from a single source. “We will consistently focus on our strengths,” Wolfgang Bernhard, chief of Daimler Trucks, said in the statement. “We are very well-positioned worldwide and offer our customers trucks that are best tailored to their requirements with leading technologies . . . [and] will consistently push forward our platform strategy.”

Transport Topics / February 25, 2015 Two current and two former African-American employees of Daimler Trucks North America have filed a $9.5 million suit against the truck maker, saying they suffered job discrimination, threats of violence and harassment. The action was filed in the Circuit Court of Oregon in Multnomah County, which includes Portland and DTNA’s headquarters. Daimler said in a statement: “As per company policy, DTNA will not comment or speculate on pending or active legal proceedings.” The plaintiffs — three men and one woman — filed the suit Feb. 24. In the complaint, the three male workers said white co-workers often used racial slurs, and the female employee said she was asked “demeaning” questions about her weight, blood pressure and risk of diabetes. The four previously received a right-to-sue letter from the Oregon Bureau of Labor and Industries. In Oregon, such discrimination cases can go to Boli, as the bureau is known, before proceeding to court. The workers were among 11 who filed civil rights complaints with Boli against Daimler. In January, the company settled with six of the workers for a total of $2.4 million in damages. The other worker has not filed a suit. Under the January agreement, Daimler said it would take steps to ensure a harassment- and discrimination-free workplace for current and future employees. The truck maker said it would: install a civil rights complaint hotline; institute supervisor logbooks for any future incidents; conduct mandatory supervisor trainings handled by Boli or a Boli-approved entity; and provide training for at least two designated managers to conduct internal investigations to address any future incidents. “DTNA has fully cooperated with the Boli investigation, including providing access to current and former employees and supervisors and access to documentation pertaining to these civil rights complaints,” Daimler said in a statement. The current suit alleges that the hostile and unjust work atmosphere the employees endured dates to 1993. The workers said in their suit that when they reported incidents of job discrimination, threats and harassment to company executives, the complaints went unheeded.

It's always great to recall Mack Trucks' superb "Dynamax" wet clutch.

My friend, it's good to catch up with you again. If you have a moment, I still have those two questions to ask you. Do you feel that the acquisition of Mack Trucks by a foreign truckmaker was good for America? Do you feel the dominance of America's truck industry by foreign truckmakers is in the best interest of the United States?

Now the question is, what will the US government do about the truck price fixing that occurred here in America ??? Does anyone for even a moment believe that two of the guilty parties, Volvo and Daimler, the two truckmakers that dominate the North American market, were not together price fixing in America as just as they were in Europe ??? And throw in Paccar as well, whose DAF unit was found guilty by the European Union Commission. I'm guessing that Ustian decided against Navistar participating, but in knowing of the illegal U.S. truck pricing cartel and not telling the feds......he is still guilty. In summary, let's see how the feds proceed with this............. This is one of those rare moments when the veil is lifted..........albeit briefly.

Exactly. And look at a new truck after just 30 days outdoors. Any prospective customer can see it at his/her local dealer. The chassis is not properly primed and painted. The situation, as is, only saves Volvo money.

Press Release / February 24, 2015 The trust that firefighters around the world place in Scania trucks helped convince Fiji’s National Fire Authority to invest in the brand as part of its modernisation efforts. When Fiji’s National Fire Authority (NFA) needed to update its fleet of firefighting trucks to more modern and reliable vehicles, it conducted extensive research. The authority has long relied on second-hand vehicles to manage fires and other emergencies in Fiji’s metropolitan and suburban communities, and so the decision to purchase new vehicles was significant. The NFA ultimately placed its trust in two brand-new, multipurpose firefighting vehicles built around Scania trucks. Worldwide trend for Scania “The main reason we bought the vehicles was that we wanted to move on in terms of technology,” says the NFA’s Chief Executive Officer, John O’Connor. “We saw that a lot of fire departments around the world were moving to Scania. In particular, we have a twin agreement with the Country Fire Authority in Victoria, Australia, and they are buying new Scania fire trucks.” The first of the two vehicles was delivered and commissioned in December 2014 and the second is due to go into service in June this year. Both are being supplied by Fraser Engineering, a specialist fire vehicle maker, based outside of Wellington, New Zealand. Exceeding expectations O’Connor says the first vehicle, intended for use in Fiji’s capital Suva, is a multi-purpose fire truck with a 5,000-litre water capacity and sophisticated foam system. It is based on Scania's P410 4X4 platform with a 4-door CP28 CrewCab*. * Scania's factory-built P-series "CrewCab" is available in the CP28 version for 5-6 crew, as well as a larger CP31 version for 6-8 crew. “We identified a risk posed by some oil tanks located just outside of the central business district in an industrial area,” he says. “We decided to address this by purchasing a Scania multi-purpose fire truck. It’s almost like an airport fire truck, with fire fighting monitors on the roof of the truck. It’s also equipped for fighting property fires, and fitted with road accident and rescue equipment.” O’Connor says after more than a month on the job, the vehicle has now been called out to several fires and “exceeded our expectations.” The second vehicle, to be delivered in June 2015, is a 25-metre aerial ladder platform truck capable of rescuing individuals from buildings up to nine or ten stories high. The vehicle is based on a Scania P310 DB4x2 with a 4-door CP28 CrewCab and has a pump and water tank on-board, allowing it to fight both aerial fires and normal metropolitan fires. Help from the dealer Before being fitted out by Fraser Engineering, the vehicle was adapted for its firefighting role by Scania’s dealer in New Zealand, CablePrice. “The equipment required for firefighting today has become increasingly sophisticated,” explains CablePrice’s National Commercial Vehicle Sales Manager Garry Leitch. “This normally adds weight and requires the re-routing of wiring and re-positioning of components. Scania provided Fraser Engineering with the flexibility it needed to meet the expectations of the customer.” Number one in the world Martin Simpson, the owner of Fraser Engineering, says fire authorities tend to specify which brand of truck their firefighting vehicles are based on, and this is often Scania. “We’ve been building Scania for 15 years and produced well over 200 Scania fire and rescue vehicles, and obviously it is a reliable chassis and one of the best double cabs on the market. It’s probably the number one cab chassis in the world and it’s recognised for it.” The NFA is now continuing its modernisation program with a mix of new and quality second hand vehicles. .

Press Release / February 19, 2015 MAN Latin America has won an order for 500 Volkswagen Delivery Series model 9.160 trucks from the Brazilian government. Equipped with insulated bodies utilizing Carrier Transicold Xarios 500 refrigeration units, the trucks will distribute food to the nation’s schools. Volkswagen’s 20,503 pound GVW model 9.160 features a 160 horsepower 3.8-liter Euro-5 Cummins ISF 4-cylinder engine with selective catalytic reduction (SCR) exhaust after-treatment solution. The trucks are optionally fitted with dual 150 liter fuel tanks for greater range, and a TACO-AR automatic tire balancing system (http://www.tacoar.com.br/ingles/produtos.php). "Once again, we developed a customer-tailored product, a strategy that has earned us the position of market leader for 12 consecutive years," says MAN Latin America Vice President Ricardo Alouche. .

My friend, I can assure you, there is something you don't know about the feeling of driving a V8-powered Scania. But be warned, once having experienced a Scania, there's no going back. http://www3.scania.com/en/New-V8-truck-range/The-new-730hp-engine/?YoutubeMovieId=v52etw_qTQo

Reuters / February 23, 2015 Top European truckmakers face a fine of up to 4 billion euros ($4.5 billion) for operating a cartel, German daily Handelsblatt reported, citing industry sources. In November, the European Union Commission said it had sent formal charge sheets to several truck manufacturers it suspected of price fixing. Handelsblatt said the companies could be fined this year. Swedish truck maker Scania, Netherlands-based DAF and Italy's Iveco face steep fines while German truckmakers Daimler and Sweden's Volvo Trucks can hope for more lenient treatment because they cooperated with investigators, Handelsblatt said. Volkswagen-controlled MAN may even escape prosecution because it had whistleblower status in the cartel investigation, the German newspaper said. European Commission spokesman Ricardo Cardoso, MAN and Daimler declined to comment. The other companies were not immediately available to comment on the Handelsblatt report. Companies can be fined up to 10 percent of their annual revenue if the Commission concludes there is sufficient evidence of an infringement of EU rules barring cartels and the abuse of market dominance.