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Fleet Owner / November 7, 2014 Even as the strengthening economy keeps driving up demand for both new and used trucks, the average age of fleet vehicles continues to trend up, according to Gary Meteer, director of commercial vehicle solutions for IHS Automotive, which provides research and analysis services. While registrations for used trucks still outnumber those for new ones, overall demand for commercial vehicles in both the U.S. and Canada “continues to strengthen,” Meteer stated in his remarks this week at the Automotive Aftermarket Products Expo (AAPEX) in Las Vega. “With more than 7.7-million commercial vehicles on the road in the U.S., the market here is at its highest levels since the 2008-09 economic downturn,” he pointed out. More specifically, Meteer said that Class 8 vehicles “continue to dominate both the U.S. and Canadian markets,” accounting for more than a 50% share of new registrations in the U.S. and over 60% in Canada. On the other hand, he stressed that “with the overall market recovery, Class 5 straight trucks and chassis-cabs have been in high demand for modifications and use in the wholesale, retail and service industries. “In the current calendar year, the demand for these vehicles is at record levels.” As Meteer put it, it’s “not surprising” that the recovery in the commercial vehicle market in both countries is being “largely driven by the business community.” He said U.S. businesses have accounted for more than 90% of new vehicle registrations so far this year. According to IHS Automotive, the south and central regions of the U.S. stand out as the strongest markets for trucks, representing more than 62% of new vehicle registrations so far this year. In Canada, the four provinces of Alberta, British Columbia, Ontario and Quebec “account for more than 87% of new commercial vehicle registrations and additional growth is expected.” Then there are all those aging trucks. Metter said “the average age of commercial vehicles in the fleet is shifting.” IHS Automotive has determined that while the average age for Class 4-8 vehicles was 12.5 years in 2007, that figure now stands at 14.7 years. What’s more, the subset of Class 6 vehicles is averaging 20.9 years -- the highest in the fleet. Conversely, the average age of Class 5 is just 11.9 years— making them the youngest in the fleet. Meteer noted that is due to this GVW segment’s “historical low demand.” IHS Automotive has also determined the leasing and rental of new trucks has gone up “substantially since 2000,” especially for Class 4 and Class 6 trucks. Meteer advised that “just over 40% of Class 6 vehicles are leased today, compared to less than 30% in the 2000-2013 timeframe. Leasing rates for GVW 4 vehicles have also substantially increased, from less than 20% in 2000-2013 to more than 30%.” On the other hand, he said that Class 7 leasing is up only “marginally, from 15.1% in 2000-2013 to 19.5% in 2014.” As for Class 5 and 8, leasing activity in those segments has “remained relatively flat” over the same time period. “The renewed strength of the rental/leasing segment of the commercial vehicle market is a good sign that business owners are positive about their business needs and the ongoing demand for their services,” Meteer remarked. Another interesting finding by IHS Automotive that Meteer related: While over 48% of the Class 4-8 commercial vehicles in the U.S. are run by small [10 trucks or less] fleets, those trucking operations account for only about 22% of new registrations. “This speaks to the ongoing strong demand for clean used vehicles that are used by small- and medium-size businesses to handle their business needs,” said Meteer. He added that, in this regard, Class 4 trucks are “the most prominent.” Looking beyond the big numbers, Meteer also advised aftermarket suppliers in the audience to bear in mind that “there are many different uses for commercial vehicles, and each has their own dynamic circumstances and opportunities. “It is increasingly important for suppliers… to better understand the market they serve and recognize that nuances for each category exist and provide opportunities for business development and growth,” he added.

Heavy Duty Trucking / November 7, 2014 Talbert Manufacturing has acquired Ferree Trailers adding the company’s specialty trailer lines that weren’t previously in Talbert’s own lineup. Talbert is also gaining Ferree’s manufacturing facility, which the company calls “state-of-the-art”. “Ferree is a strong complement to the Talbert Line,” said Andy Tanner, president of Talbert. “Like Talbert, Ferree is known for high quality trailers and a strong commitment to the customer.” Ferree’s line of products include detachable, fixed and folding gooseneck trailers, tag-a-longs, and specialty trailers for logging, pole, and crane boom trailers. The company’s 60,000 square foot manufacturing facility is located in Liberty, N.C. “The new facility in North Carolina not only gives us the viability to increase production and reduce lead times, but also provides us a distribution point to access customers with reduced freight costs and delivery times,” said Greg Smith, vice president of sales and marketing at Talbert. “In the trailer industry, that is huge.” Talbert Manufacturing builds custom heavy haul trailers and is based in Rensselaer, Indiana.

Heavy Duty Trucking / November 5, 2014 October was Daimler Trucks North America's (DTNA) best month for orders of Class 6-8 trucks with 31,304 units ordered in NAFTA and export markets. The number is also a new industry bench mark according to the company. Industry orders were up 61.2% over September and DTNA’s orders alone made up 51.9% of the industry’s total in the same segment. Orders from large fleets in October led to a near record boom in truck orders. “Daimler Trucks has a broader global footprint than any other manufacturer with strong pillars in Europe, America, and Asia. Intelligent platforms and components sharing enable us to deliver in each region the products with the best total cost of ownership for our customers,” says Wolfgang Bernhard, the Daimler Board of Management Member responsible for Daimler Trucks and Buses. “The number of incoming orders generated by Daimler Trucks North America in October demonstrates that our strategy is effective and that our vehicles provide customers with tangible benefits.” DTNA's trucks make up nearly 38% of the industries Class 6-8 NAFTA retail sales. It sells commercial vehicles under the Freightliner, Western Star, Detroit and Thomas Built nameplates. “Daimler Trucks North America is proud of our record-breaking October and we offer our sincere thanks to our customers and dealers for their confidence in our products,” said Martin Daum, president and CEO, Daimler Trucks North America. “Our customers’ dedication to acquiring vehicles with a proven real cost of ownership solution has driven sales of the Cascadia Evolution, as well as the expansion of Daimler Trucks North America’s entire product portfolio.” .

Heavy Duty Trucking / November 5, 2014 The state of Nevada recently approved the use of AutoSock’s textile traction devices as alternatives to metal chains in snowy conditions. Nevada had required the use of chains in certain operating conditions. “The approval process for Alternative Traction Devices can be complex and differ from state to state,” said Chuck McGee, president of McGee Company, the U.S. distributor for Norway-based AutoSock. “Although many states have no legal requirements for ATDs as long as the device does not cause damage to the road surface, approval has been granted in several states where chain requirements are in effect.” The AutoSock is designed with certain fibers and surface patterns to maximize friction on snow and ice covered roads by making the contact area exposed to dry friction as large as possible. The material is softer than asphalt or concrete and will not damage roads, according to AutoSock. “In testing on trucks, AutoSock has exhibited better traction and is fully compatible with ABS and traction control systems,” said Bernt J Rosli, CEO of AutoSock. The AutoSock is available for passenger vehicles and Class 3-8 medium- and heavy-duty trucks. The AutoSock weighs less than 5 pounds per pair and can be stored inside a cab or tool compartment. http://www.autosock.com/en/ .

Heavy Duty Trucking / November 5, 2014 Fontaine Modification Vocational Services has partnered with Canadian-based Simard Suspensions (http://simardsuspensions.com/) to install and distribute Simard’s patented AMS twin-steer front suspension products in the United States and Mexico. Fontaine said it is the first post-production installer to complete a long-term working relationship with Simard, offering their tandem steering suspensions that can significantly increase a vehicle’s load capacity without impacting its maneuverability. “Simard has developed innovative suspensions for more than 75 years, and we are excited to bring their proven products into new markets,” said Steve Boyer, president of Fontaine Modification Vocational Services. “The AMS twin-steer suspension can add payload to nearly any vehicle, including concrete mixer, crane, front loader and dump trucks. It is designed for heavy-duty on- or off-road use and has proven itself in Canada, the United States, Australia and Latin America.” Fontaine said it will offer the full range of Simard AMS tandem suspensions, which includes air and spring designs with up to 46,000 pounds of capacity. The additional steering axle provided by a Simard AMS tandem suspension helps drivers navigate comfortably in severe terrain on construction and drilling sites, or city streets. The Simard twin steer offers optimal load distribution while working within the original OEM wheel cut and turning radius. Simard AMS suspensions are designed to be lightweight to reduce wear-and-tear on the vehicle, and serviceable parts are positioned in accessible areas for easy maintenance. Fontaine Modification Vocational Services will make Simard Suspension installations available at four of its modification centers across the U.S. The suspensions can be configured to fit nearly any truck, regardless of manufacturer. “Fontaine is going to make it much easier for truck users in the U.S. and Mexico to get the most out of their vehicles,” says David Tremblay, president and CEO of Simard. “With a tandem front suspension, customers will safely increase their payload, thus optimizing the return on their capital investment. This saves money and helps optimize resources.” .

Heavy Duty Trucking / November 6, 2014 Navistar announced it is restructuring its senior leadership team, along with the retirement of Jack Allen, executive vice president and chief operating officer. Bill Kozek, president of Navistar’s North America truck and parts, has been promoted to president of truck and parts, and is adding global/export truck and parts sales, product planning and Navistar Defense to his current responsibilities. Persio Lisboa, senior vice president and chief procurement officer, has been promoted to president of operations and is now also responsible for product development, manufacturing, and global businesses. Walter Borst, executive vice president and chief financial officer, is adding business development, mergers and acquisitions, and corporate strategic planning responsibilities to his responsibilities. “Today is a new beginning for Navistar," said Troy Clarke, Navistar president and CEO. "We are introducing a new leadership team and organization structure that will guide us into the future and enable us to accelerate our performance now that our turnaround is behind us." The company also announced Jack Allen, executive vice president and chief operating officer since April 2013, is retiring after more than 33 years of service with Navistar. "Jack has been an important leader at this company for more than three decades, and he played a critical role during our turnaround these past two years," Clarke said. "Now, we are counting on these three talented and energetic leaders to work with me and the rest of the organization to drive Navistar forward on its path to profitable growth." All of the changes are effective immediately. Borst joined Navistar in August 2013 from General Motors, where he most recently was the chairman, chief executive officer and president of GM Asset Management, responsible for managing approximately $85 billion in assets. Kozek joined Navistar in May 2013 after more than 26 years with Paccar, where he served as vice president and general manager of the Peterbilt division, responsible for all aspects of Peterbilt's U.S. and Canadian operations. Lisboa joined the company in 1988 in the marketing area of Maxion International Motores Brasil. Prior to roles in procurement, Lisboa served as vice president and general manager in the company's engine group, as well as several other leadership positions in South America. .

More info: http://www.commercialmotor.com/big-lorry-blog/trojan-8870-c-est-magnifique-tom-gives-biglorryblog-the-low-down-on-this-heavyweight

Press Release / November 4, 2014 Penske Automotive Group has completed the acquisition of a majority stake in The Around the Clock Freightliner Group ("ATC"), a heavy- and medium-duty truck dealership group located in Texas, Oklahoma and New Mexico. Penske Automotive Group now owns approximately 91% of ATC. ATC currently operates fourteen locations, including eight full-service dealerships offering Freightliner, Western Star, and Sprinter-branded trucks. ATC also offers a full range of used trucks available for sale as well as service and parts departments that are open 24 hours a day, seven days a week. ATC is expected to contribute incremental estimated annualized revenue of $600 - $700 million and estimated annual incremental earnings per share of $0.12 to $0.14 to Penske Automotive Group. Commenting on the completion of the acquisition, Penske Automotive Group Chairman Roger Penske said, "ATC represents a strategic opportunity for our company. Like the automotive retail dealership business, the heavy-duty truck dealership industry is highly fragmented and provides an excellent opportunity for our company to build scale through further consolidation."

Commercial Carrier Journal (CCJ) / November 4, 2014 The excitement in Kate Dell’s voice is infectious. The 27-year-old Washington State native is wrapping up her education at WyoTech’s campus in Laramie, Wyo. In just a few weeks, she’ll start a new job as an entry-level diesel technician at a Mack Trucks dealership in Denver. Dell’s father is a farmer and logger who shrewdly sized his daughter up a couple of years ago. “I was in college studying to be a nurse, but my dad told me he didn’t think that was a good idea” she says. “He told me, ‘Honey, I wish you’d be a diesel mechanic because you’re so much better working on inanimate objects than working with people.’” In the early part of the last century, the majority of Americans were raised on farms where self-reliance and mechanical ability went hand-in-hand. This ready-made technically astute labor pool served the nation well as industrialization, economic booms and global conflict impacted the growing nation. Today, things have changed considerably. The majority of Americans live in cities, and their children, in many cases, cannot drive a car with a manual transmission – much less install a pair of brake pads. College is the default educational track for most of today’s urban kids, and although their computer skills leave many a baby boomer scratching their head in bewilderment, they are reviled at the thought of getting grease under their fingernails. Dell’s upbringing has more in common with the Greatest Generation. Although she’d done her homework before starting her education and understood clearly that she was entering a field that offered her an unlimited career track and the potential to make a good living, she was surprised by the amount of onboard computers and electronics systems on today’s trucks. “I had no idea how fast computers are taking over trucks and how more important they’re going to be in the future,” she says. “I thought I was just going to be turning wrenches. I wasn’t aware of how important computer skills were going to be in order to accurately diagnose problems and keep these trucks rolling.” Even in this modern age, Dell says her decision to go into a field typically seen as “men’s work” raised a lot of eyebrows. Guy Warpness, president of WyoTech Laramie and one of Dell’s mentors during her diesel training, says Dell represents the future of heavy-duty truck technicians. “We are on the cusp of a major technician crisis in this country today,” Warpness says. “Women are an untapped resource that could help us meet that crisis head-on and eventually turn it around. But if this industry doesn’t start thinking and acting differently – and that includes recruiting women and bringing them into the workforce as technicians – things are going to get a lot worse before they get any better.” A ‘desperate’ situation For most fleets, today’s technician shortage is a source of major headaches, downtime and lost revenue. “If the current trends continue, we are fast approaching a day when American consumers could see food shortages in supermarkets because trucks aren’t able to get produce to market,” says Dwight McAlexander, a retired Volvo engineer who now consults the company on maintenance issues. While that may sound extreme, McAlexander says the numbers back him up, describing the situation as “desperate” and one that “has been getting worse for several years now.” The trucking industry isn’t attracting enough new technicians to replace those that are retiring, he says. “That’s not factoring in the fact that trucking is just not seen as an attractive career opportunity,” McAlexander says. The American Trucking Associations predicts a shortage of between 5,000 and 10,000 heavy-duty diesel technicians in the next five years. “This is a problem that is about to get exponentially worse,” he says. It all boils down to image and pay, says Chuck Roberts, who heads the Automotive Youth Education System for the National Institute for Automotive Service Excellence. “Image has always been a problem for the automotive service industry in the broadest sense possible – that ‘grease monkey’ stereotype – and I don’t think that’s been helped by educational policy in this company,” Roberts says. “The high value placed on college prep paths hurts technology education.” The education system moved away from placing value on trades as a career path in the 1960s, Roberts says. “Not a lot has changed since then, and the country as a whole is about to pay a high price for those policies,” he says. The traditional image of a technician is mired firmly in the 1940s and 1950s, McAlexander says. “What’s worse, trucking is at a disadvantage when it comes to pulling from the pool of students who do want to work with their hands today,” he says. “We have to fight and compete for the same student who wants to work on computers or in aviation, automotive, marine, motorcycles or construction equipment, and frankly, trucking is the least attractive industry of that bunch.” Another problem is the misunderstanding that today’s students have about their earning potential as a heavy-duty diesel mechanic. Statistics posted by the U.S. Department of Labor, which are used by educational facilities to help students decide on career paths, currently show the median pay for heavy-duty truck technicians to be about $50,000 a year. “We have got to work as an industry to change those stats,” McAlexander says. “If you go to a large truck dealer in a large market today, it is not unusual for a master technician at that dealership to be making more than $100,000 a year. As an industry, we’ve had a difficult time trying to get that data updated.” Technical schools are restricted by the U.S. Department of Education from providing students with earning potential statistics outside of those approved by DOL, he says. While the pay structure for today’s technicians is reasonable, it doesn’t get communicated to students, says Ken Calhoun, vice president of customer relations for Truck Centers of Arkansas, a Freightliner dealer based in North Little Rock. “Nor does the fact that there are viable career paths for beyond turning wrenches forever,” says Calhoun, who should know since he used to take a toolbox to work himself years ago. “I’m in management today, and I’ll bet if you took a poll at the next TMC meeting and asked everyone in a room making a six-figure income to raise their hand, you’d be amazed at the response,” he says. “Almost every one of the people with their hand in the air would tell you they started out as a diesel technician.” Dell is aware of the earning potential her new career offers. “Getting my Master Certification is my next big step,” she says. “I eventually want to get into management, and I know that’s a viable goal in this industry.” McAlexander says that if the educational system can’t deliver an accurate message about technician careers, the trucking industry has to step up. “We are way past the point where truck dealers and fleet managers need to be actively engaged on the local level,” he says. “We’ve got to start young. If we’re talking to kids who are already in technical colleges, it’s too late. We need to be reaching out to them in 7th, 8th and 9th grade, and we need to tell them, ‘I hire technicians, and this is what I’m prepared to pay, and this is what I make today.’ ”

Commercial Carrier Journal (CCJ) / November 4, 2014 Peterbilt has unveiled a new special edition variant of their popular Model 389 called Pride & Class. The truck maker says the truck is in production and is shipping to customers. The Pride & Class edition has a “customized, show-truck-ready look,” Peterbilt says, and includes insignias in the cab and sleeper denoting it as the special edition. Among its distinctive exterior features are: A louvred grille design similar to that of the Peterbilt 351, manufactured from polished steelPolished hood crown and hood spinePolished metal hood air intake vents fashioned in the style of the original 1939 egg crate grill pattern, integrated with the Peterbilt logoBright metal front fenders like that of the Model 379XA large polished exterior sun visor, bumper and exhaust stacksPolished rocker panels complementing the cowl skirts, battery box, fuel tanks and trimmed mud flapsInterior features include: Arctic gray color with charcoal dash topBlackwood trim accents throughoutChrome door handles, bright bezel gauges and a special four-spoke metal steering wheel with a leather wrapBright shifter plate with Pride & Class logo and a Blackwood shifter knobPremium black leather seats with Pride & Class emblem embroidered in the headrestsThick black carpeting throughout the cab and sleeperThe truck can be ordered as a day cab or with a 72- or 78-inch sleeper. .

Playinig devil's advocate, is this no different than choosing between a Chevrolet-branded light truck and a GMC? On another note, I found the CAT video to be amateur level at best. I was shocked. From a major manufacturer like CAT, I would have expected a much more professional product launch.The half-hearted CAT truck endeavor is not indicative of the Caterpillar we know.

The Economic Times – Auto / November 3, 2014 October sales at Chennai, India-based truckmaker Ashok Leyland rose 23.1 percent to 8,375 units, compared with the same month last year. The strong sales numbers in October were contributed to robust medium and heavy truck sales at 5,838 units, and light truck sales at 2,537 units. FYI: The company’s heavy truck range uses a variant of the last generation Ford Cargo cab. .

Press Release / August 9, 2014 Belarus-based truckmaker MAZ has debuted an advanced new Euro-6 heavy tractor on the 70th anniversary of the Minsk Automobile Plant. The MAZ-5440M9 features a completely redesigned cab with a dramatically enhanced exterior complimented by significant interior upgrades. A low fifth wheel of 1150mm easily allows haulage of 2.9 meter height shipping containers and high-cube trailers. The 4x2 variant of the tractor has a gross combination weight rating of 40 metric tons (88,185lb). The new tractor is powered by the Euro-6 emissions compliant Mercedes-Benz OM471 (DD13) rated at 475 hp. MAZ finalized an OM471 engine supply agreement with Mercedes-Benz in 2013. MAZ chief designer Pavel Shabanov said of the new MAZ-5440M9 tractor: "We created it using the latest heavy truck technologies, including advanced frame, suspension, drivetrain and cab design." https://www.youtube.com/watch?v=ukoHHguIm0k .

Associated Press / November 3, 2014 Oshkosh subsidiary Pierce Manufacturing is recalling 135 fire trucks in the U.S. because a suspension part can fail and cause a wheel to fall off. The National Highway Traffic Safety Administration says the recall covers Pierce Arrow fire trucks from the 2010 and 2011 model years. The trucks have TAK-4 front suspensions and were built from Nov. 18, 2009, through May 11, 2011. The agency began investigating the trucks in March after getting reports of a wheel falling off two aerial ladder trucks that were responding to emergency calls in Portland, Oregon, and Edmond, Oklahoma. The Wisconsin-based company also told the agency of another case in Milwaukee. Pierce will inspect the lower control arms on the trucks and replace any that are defective. http://www.oregonlive.com/portland/index.ssf/2014/02/enroute_to_house_fire_in_south.html

Press Release / November 1, 2014 Volkswagen Group’s Resende commercial truck plant in Brazil is marking its 18th anniversary. Production of VW light, medium and heavy trucks, and bus chassis, moved into the then-new facility in 1996. Located just south of the coastal city of Rio de Janeiro, Resende began with 200 employees producing one truck per day. Today the plant employs over 5,000 people and is Resende’s largest private employer. VW commercial trucks are the market leader in Brazil, with over 680,000 units produced to date. Over the last 18 years, VW Group has continually reinvested in its commercial truck product and manufacturing capabilities. By 2017, the value will have reached US$1.6 billion, contributing to the enrichment of the region’s technological and economic growth. The plant has revolutionized the economy of Resende, generating employment and income. VW Group is responsible today for 65 percent of the municipal tax collections, what if reverts in direct improvements for the population on issues such as health and education. "Our size and growth in Resende has served to attract additional major vehicle manufacturers and supporting suppliers to the area. Our success in Resende over the last 18 years is very much due to the high quality local talent. We thus feel a very close relationship with Resende and region," says Roberto Cortes, president of VW Group’s VW truck-producing subsidiary MAN Latin America. The Resende plant has grown significantly over the years to allow the company to now produce 106 models of trucks and buses for both the Brazilian domestic and global markets. Originally 90,000 square meters in size, the facility has grown to nearly 180,000 square meters, including final assembly, the logistics center, supplier area and modifications center*. Another 20,000 square meters was just added in 2013 to place axle/suspension supplier Meritor and suspension supplier Suspensys within the complex. Resende was historically the world’s first vehicle assembly plant to locate suppliers within the facility. The now common practice is known in VW-speak as Modular Consortium, an arrangement in which each supplier assembles their module and provides on-line assembly of their module onto the vehicle. Suppliers have full responsibility for their assembly cells, from purchasing to inventory control, tool maintenance, quality, worker safety, wages and labor grievances. Production consists of eight modules including cab shell, painting, engine, cab grooming, wheels and tires, chassis and suspension. Cab shell AKC Aethra http://www.aethra.com.br/ Painting Carese http://www.eisenmann.com/en/about-EISENMANN/at-a-glance/locations/brazil-pt/build-operate-transfer-models.html Engine MAN / Cummins Cab grooming Continental http://www.conti-online.com/www/automotive_br_pt/themes/commercial_vehicles/ Wheels and tires Remon Chassis Maxion http://www.maxionsc.com/contagem/?lang=en Axles and suspension Meritor http://www.meritor.com/customer/southamerica/sa_products.aspx Suspension Suspensys http://www.suspensys.com.br/en Overall product quality control is the full responsibility of VW Group subsidiary MAN Latin America. Over the years, the production system at Resende has received significant technological updates including to 3D prototyping, scanners, laser cutting machines and a voice-commanded logistics system. In addition, a MAN of Resende Latin America maintains a manufacturing operation in the city of Querétaro, in Mexico, where it assembles Volkswagen-branded products for the local market. * Volkswagen Truck Modifications Center https://www.facebook.com/bmbmodecenter http://www.modecenter.com.br/ .

TTM / April 3, 2014 Netherlands-based specialty truck manufacturer GINAF has introduced a new model for the mining segment featuring a Ford-Otosan produced heavy truck cab and Cummins QSX15 engine. Whereas the standard HD5395 utilizes a DAF CF cab (and DAF-Paccar MX13 engine), the new HD5395TS is fitted with the Ford Cargo heavy truck cab. The model HD5395TS 10x6 features a steered tridem. Brazilian multi-national diversified metals and mining corporation Vale S.A., the world's biggest iron ore producer, has already placed an order for ten units for delivery in the first quarter of 2015. In off-road operation at speeds up to 40 km/h (25mph), the HD5395TS has a gross vehicle weight rating of 95 metric tons (209,439lb) and a rated payload of 70 metric tons (154,324lb). The Tier 3 emissions rated 14.9-liter Cummins QSX15 delivers 610 horsepower and 2,542 Nm of torque at 1400 rpm. The shifting profile of the truck’s 12-speed ZF As-Tronic automated manual transmission (AMT) is specially programmed by GINAF for the mining segment. A steel spring front suspension is paired with a electronically-controlled hydro-pneumatic vehicle suspension (HPVS) on the three rear axles. The first and second steer axles are rated at 13 metric tons (28,660lb), and axles three, four and five are each rated at 23 metric tons (50,706lb). Spec Sheet: http://www.ginaf.nl/uploads/media/HD5395TS_V1.5_grey.pdf http://www.bigmacktrucks.com/index.php?/topic/36862-custom-made-by-ginaf-the-worldwide-specialist-in-heavy-duty-trucks/ .

Transport Topics / October 31, 2014 Oshkosh Corp. reported its fourth-quarter net income more than doubled from a year ago as gains in commercial and access equipment sales offset a decline in military truck sales. Net income rose to $77.8 million, or 93 cents a share, from $36.3 million, or 41 cents, a year ago. Revenue for the quarter ended Sept. 30 slipped to $1.67 billion from $1.73 billion. The specialty truck maker’s operating income rose to $113.1 million in the quarter, from $65.2 million a year ago. Commercial sales rose 16.4% to $243.7 million and access equipment jumped 19.5% to $932.7 million. Fire and emergency sales fell 7.4% to $214.9 million and defense plunged 43.9% to $288.1 million. “Our access equipment and commercial segments led the way in fiscal 2014, with the access equipment segment surpassing last year’s record operating income margins by nearly 200 basis points,” said CEO Charles Szews. Its commercial segment posted its strongest full-year operating income margin since fiscal year 2007, which is “especially impressive because key end markets for both segments are still well below pre-recession levels, and we expect those end markets to grow in fiscal 2015 and beyond,” Szews said in a statement. For its full fiscal year, Oshkosh earned $309.3 million, or $3.61 per share, down from $318 million, or $3.55, a year earlier. Revenue declined 11% to $6.8 billion. Oshkosh said it expects fiscal year 2015 adjusted earnings per share $4 to $4.25 on projected sales of $6.5 billion to $6.6 billion, citing projected lower defense sales.

Fleet Owner / October 31, 2014 Caterpillar officially launched its CT681 Class 8 truck at a media briefing yesterday here at its Edwards Demonstration & Learning Center. The company said the new truck has entered full production-- and also revealed it will roll out another heavy-duty Class 8 next year. The second model in Cat’s on-highway vocational truck lineup, the CT681’s set-forward-axle design is aimed at fleets that must comply with bridge law formulas where they operate seeking to maximize their loads as well as those looking for a longer-wheelbase truck to gain better ride quality on long hauls or when running over rough roads, according to Ron Schultz, sales manager— Global On-Highway Trucks. The CT681 is offered only as a ‘daycab’ truck model with a 114-in BBC. Per Cat, that measurement “provides more room and flexibility to install bodies behind the cab.” By comparison, Cat’s first work truck, the CT660 that was rolled out in 2011, features a set-back-axle design and is offered with 116- and 122-in BBC lengths to “provide an extra tight turning radius for enhanced maneuvering.” Like its stablemate, the CT681 was designed and engineered by Cat and is built under contract by Navistar. Both trucks are powered by Cat CT Series vocational truck engines, which are based on Navistar’s MaxxForce SCR-equipped diesel powerplants. The CT681 is equipped with the Cat CT13 engine in ratings from 365-430 HP and 1,250-1,550 lb/ft peak torque. Transmission choices extend from Cat’s proprietary CX31 automatic transmission with six speeds plus reverse to Eaton manual and Ultrashift Plus vocational automated (AMT) models. Cat noted that the CX31 has been in use globally since 2004 and boasts the performance benefits of “full-power shifts and quick acceleration” as well as “ideal speed and torque combinations for improved fuel economy.” The automatic features two side PTO locations and a “Cat exclusive” rear PTO. Of the CT-Series trucks ordered so far, Cat said over 50% have been spec’d with its CX31 transmission. The CT13 engine was set up “specifically for vocational applications” and provides “optimum horsepower/torque combinations and the flexibility to match power and performance to specific jobs and operating conditions,” noted Cat. Engine features include a single electronic control module (ECM) and fewer electrical connections to help reduce diagnostic and maintenance time. Also, a fluid-free head gasket eliminates the risk of coolant leaking into engine oil or exhaust gases entering the cooling system. According to Cat, the CT681’s optional Front Frame Extension along with a front-engine PTO “makes it easy to mount attachments like snow plows, hose reels, winches and hydraulic pumps.” The company also pointed out that “mixer installation is also simple, thanks to vertical tie-in plates mounted behind the cab.” As for the truck’s “spacious cab,” Cat stated that it “combines the best of comfort and functionality,” including such key features as an ergonomic dashboard and center stack, tuned cab air suspension system, premium-grade sound insulation, combined standard and convex mirrors and an array of driver seat options. Safety-focused elements described by Cat include visibility by a curved, sloped, wraparound windshield (in one- or two-piece design); sealed-beam halogen headlights and LED park/turn lights; and large, heated, cowl-mounted mirrors with integrated turn signals. In addition, a “generous door opening, three-point grab irons and skid-resistant steps help ensure safe entry and exit” from the cab. The truck comes standard with Cat’s proprietary Product Link telematics system, which collects data from on-board systems and transmits it via satellite and cellular networks to a secure Internet site. Cat said using Product Link with its web interface, VisionLink, enables fleet owners to “access accurate, timely data about how, when and where trucks are being used.” Before the CT681 entered full production, it was put through extensive testing with North American customers as part of Caterpillar’s “field follow” program. The company said that testing amounted to the “equivalent of more than three years of heavy truck use.” Applications field-tested included snow plow, concrete mixer, dump and super dump. “This [testing] process provides a crucial feedback loop between our customers and our vocational truck product team, identifying any required changes to design and production,” said Dave Schmitz, product manager-- Global On-Highway Trucks. “Customers who have tested the truck tell us it drives well, it’s powerful, it’s quiet and their drivers enjoy getting behind the wheel,” he added. “Based on this feedback, we’re confident the CT681 is ready to handle whatever tough jobs our customers throw at it.” As for that next Cat truck slated for launch next year, Ron Schultz said it will be designated the CT680 and will feature a 124-in BBC, set-forward-axle design. He pointed out that the long-nose unit will be “offered as a truck or tractor and will boast unique styling that will set it apart from both the CT660 and CT681.” Schultz also advised that the upcoming CT680 was “designed based on extensive customer input” and is currently undergoing the same sort of filed-follow testing “throughout North America” that the CT681 did before full production ramped up. In terms of markets, Schultz noted that Cat’s on-highway trucks are now “fully in the U.S. and Canada and we’ve recently expanded into Puerto Rico and Mexico. And we’re looking to expand further regionally.” Regarding where else CT-Series trucks may be sold down the road, he told FleetOwner that “entering a market in a new country for us first requires understanding the laws and regulations” that impact how a truck is designed and engineered for customers there. .

Heavy Duty Trucking / October 31, 2014 Caterpillar has begun serving more vocational segments with its CT681, a Class 8 set-forward-axle model with “industrial” styling based on customer preferences, representatives said Thursday at a press briefing at Cat’s demonstration facility west of Peoria, Ill. The new model is aimed at dumper, mixer and snow-plow applications whose operators usually dispense with cosmetic frills and are more concerned with reliability and durability, said Dave Schmitz, product manager in Cat’s Global Truck Sales division. Its nose therefore lacks the brushed-aluminum grille trim of the CT660, the setback-axle version introduced in 2011 as the first model in the series. The new model’s set-forward steer axle makes it suitable for bridge-formula states, many in the West, that favor wide axle spacing to spread out weight. The steer axle’s center is 28 inches behind the bumper, which is flat to reduce the chances of faulty measuring by enforcement personnel, he said. Some operators believe a set-forward axle delivers a superior ride because it’s farther away from the driver. Parabolic leaf springs at the CT681’s steer axle, now also used on the CT660, allow for a smooth ride. The CT681 has a 114-inch bumper-to-back-of-cab measurement and comes only as a truck, whereas the CT660 is available as a truck and tractor. A third model, a long-nose CT680 with a 124-inch BBC and set-forward steer axle, is due out next year and also will come as a truck and tractor. Unveiled early this year, the CT681 is now in full production at Navistar’s plant in Escobedo, Mexico, Schmitz said. Navistar builds Cat Trucks based on the International PayStar but with enhancements specified by Cat. Among those is a nicely outfitted cab that includes deluxe trim, attractive and useful gauges, and wide rocker switches that can be operated with gloved hands. The cab also has round ducting pipes for efficient movement of air, which is filtered to keep out dust and other impurities. “My father and uncle were in the ready mix business in Milwaukee,” Schmitz said. “I remember it was always dusty – dust all over the place -- and noisy. So we took that into account in designing our cab” with the air filtration system and noice-reduction insulation. Mixer drivers must maneuver their trucks at job sites and need good visibility, so the cab has a large windshield and windows, he added. The CT681 is available with a front frame extension using long frame rails, along with a front engine power take-off, making it easy to mount snow plows, hose reels, winches and hydraulic pumps. Mixer installation is also simplified with vertical tie-in plates mounted to the frame rails behind the cab. Frame rails are 12 inches high for durability throughout an anticipated 10- to 12-year life, he said. The standard and only engine is the CT13, a Navistar N13 with selective catalytic reduction, that Cat has tuned for vocational duties. It has five ratings from 365 to 430 hp and 1,250 to 1,550 lb-ft. Cat’s CX31 6-speed torque-converter automatic transmission has been a popular option on the CT660, with more than half of all customers taking it, Schmitz said, and it’s expected to also sell well with the CT681. The CX31 includes a provision for a rear power take-off in addition to side mounts. Also available are vocational-type manual and UltraShift Plus automated mechanical transmissions from Eaton. UltraShifts are Vocational Service types with eight to 18 forward ratios. Like the axle-back CT660, the first model in the Cat vocational truck line, the new CT681 is backed by bumper-to-bumper service at more than 400 Cat dealer locations with over 2,300 service bays in North America. .

Truck News / November 1, 2014 Caterpillar's new CT681 is a short nose, set forward vocational truck designed for use in Eastern urban environments. With its slab-fronted, unadorned styling the new Caterpillar CT681 won’t win any beauty contests, but that’s not its purpose in life. The truck is meant to be an urban, vocational workhorse and according to the company, every design element was created with that goal in mind. “Customers in the trucking industry aren’t bashful in telling you what they want. They were clear. They said, ‘I don’t want the fancy stuff. Give me something durable. Give me less pieces. Let me not worry about getting a scratch.’ It was a complete surprise to us,” said Dave Schmitz, global on-highway truck product manager. The CT681 is a short-nosed truck with a set-forward axle. It’s a truck that Caterpillar expects to see laden with dump beds, snow plows and cement mixers. It’s also a truck that should perform well in tight city environments, because of its axle positioning. “Your set forward, long nose truck is very popular in the West because of the comfort. It’s going to be found in a wider variety of applications from logging to bottom dumps and side dumps. The short-nosed is completely focused on the eastern market,” said Schmitz. The design In particular, operators who work in jurisdictions where there is a strictly enforced bridge formula are expected to make up a large market segment for this truck because of how it was designed, according to Caterpillar. “Customers told us with the short BBC (bumper-to-back-of-cab—114 inches in this case ) truck, make sure you hit bridge. And make sure you hit bridge easily. We asked ‘what does that mean?’” explained Schmitz. “When you have a bridge formula there is a lot of space to measure from that bumper to that centre line of the axle, which we call B2A, bumper to axle. It is typically designed for under 30 inches—29.5 inches. They said ‘we run into inspectors that don’t set up their measurements properly. Make sure you hit that formula.’ We brought it down to an industry best 28 inches We made sure that front bumper was flat. It had to be flat, so that they’re not taking their tape measure and putting it at the wrong spot on the bumper when they make that measurement, so the companies don’t get ticketed because of the opinion of how far the B2A is. “We also did small things like the tow hooks in the front. We made them flexible and able to be turned in so when the measurement is taken, the measurement from the front bumper doesn’t take into account the tow hooks. The two hooks either fold in or they are sitting on the side of the rail and you take them off and detach them when you are not in full load.” Not only does the front of the truck look flat because of the bumper, that aesthetic also comes about because of the placement of the radiator, and the vehicle’s structural design. “We said we have to hit certain features. We’ve got to be able to put a snow plow on the front. And keep the product durable. So we went with a 12 inch frame. We knew if we went to a 10 inch frame all we’re looking at is putting on more weight, more steel, etc., to keep that thing durable and reliable. Customers keep these trucks 10-12 years. With linehaul, it’s four to five, and then they turn them over to somebody else. [Vocational operators] want to run for a lot more years. We made sure the front frame extension off the front–that’s the amount you put the snow plow on—is integrated in rail. It’s not a bolt-on. Any time you bring in a joint you open up opportunity for durability challenges, so we made sure it was a true front-frame extension where the rails went right out through the front. By doing that we also had to have the radiator on top of the rails. On our CT660 we have a bracket that drops down below the rails into the radiator. You can have the nose be extremely sloped. On this one, we wanted to have the front frame rail extension so we put the radiator on top. So it’s all about function,” he said. “The grill needs to stay with the radiator so it opens up the access. We didn’t want to run the grill into the pump you have to put on the front, or in the case of a snow plow those linkages in the front too. Combine that with the requirement to keep not just the bumper but the front end flat, and you start stacking up those other things, it starts to complicate things. Not to mention the radiator we put above the rail–that played a little bit with the height. Customers say I have it covered up anyways when I put a snowplow on it, it makes no difference.” Additionally, by having the front frame rail extension, it gives Caterpillar the ability to include a front-engine PTO. According to Schmitz, one of the advantages of the way the front end was designed was that there is a lot of space in the engine compartment, making it easy for a mechanic to perform top-end overhauls or to change sensors, without having to pull the engine. The powerplant While there is a variety of engine configuration options on the CT681, there are also a number of common features that Caterpillar emphasized when presenting the truck. Schmitz spoke about not just the construction of the engines but also of some of their features. The base of all of the engines is what the company describes as a “compacted, iron graphic block” which Schmitz said not only saves about 200 lb. of weight, compared with a typical iron block, but also cuts noise by about 30% versus engines built with more traditional materials. “They have high pressure common rail fuel system with 32,000 PSI of fuel pressure. This gives you that natural burn, that better burn. It helps on both the power and on the emissions, as we have emission control devices on the truck. There are also dual turbo chargers, low side and high side, so when the engine is at a lower speed it is depending on one turbo. When it gets to a higher speed it depends on the other. Add that flexibility. You have that constant torque curve throughout the engine operation. “We do have an SCR system on the truck. It’s a highly efficient SCR system combined with recirculation. We do a nice combination, balance of the two, to make sure it is not consuming too much DEF, and to make sure we have the power. It’s a nice balancing act.” As far as transmissions go, again Caterpillar is giving buyers a choice, including Eaton UltraShifts, but the company’s preference seems pretty obvious: the six speed automatic CX31, which is integrated with the engine. “Since we have control of the engine and we have control of the transmission, we can have them talk together,” said Schmitz. “It is a full power shift. That means in between gears you still have power to the road. Automated manuals don’t have that. Other automatic transmissions don’t have that. You have constant power, so you are not wasting fuel, you are not having to recover and if you are up a hill with a heavy load, you have a nice smooth carry.” According to Schmitz, it’s not just Caterpillar executives and employees who like the CX31, so do more and more of the company’s customers. “I know on the Caterpillar truck line as of right now, over 50% of our trucks are going out with that CX31 transmission.” Brakes and suspension The CT681 offers paver brakes on the back and parabolic taper leafs (which are also now available on the CT660) that Schmitz says “give you that real nice ride, unloaded. When you do put a load on the front end, they are compressed and turn into a different style of shock. You’ve got a nice ride both when you’re unloaded and when you are loaded.” The interior Caterpillar said the cab in the CT 681 is essentially the same as the CT660’s cabin in terms of design, complete with storage caddies on the top of the dash and a clipboard/book slot in place of the glove box. The CT681 has a leather-wrapped, tilting, adjustable, telescoping steering wheel as standard, and the same wheel is in the CT660. New to the CT681 and also now available on the CT660 is an air filter designed to eliminate fine concrete dust from the cabin. Heated mirrors are standard equipment, so is what the company describes as a premium sound insulation package. Schmitz explained the instrument cluster features one large centre gauge that acts as both the speedometer and tachometer, “so when you’re driving you only have to look at one spot, you don’t have to look at two different spot. You look at one spot to see your speed and your RPM, especially for those trucks with manual transmissions.” Care, maintenance and monitoring All of the CT681s come standard with CAT’s Product Link telematics system. When paired with the company’s VisionLink Web interface, fleet managers will be able to monitor all aspects of the trucks’ operating conditions and are even able to set alerts if a truck has been moved outside of a prescribed boundary area. Alerts can also be sent to technicians or Caterpillar repair shops when engine codes appear, giving maintenance experts the ability to remotely diagnose what problems have occurred wth the vehicles. Schmitz added that while the trucks are available with extended warranties, buyers looking for specific warranties, based on their unique operating conditions, have the option of getting customized plans. Coming next year The CT681 isn’t going to be the only set-forward truck in Caterpillar’s vocational stable. Next year it is being joined by the CT680, a long nose, set forward. The CT680 will have as 124 inch BBC measurement and will be available as both a truck and a tractor (where the CT681 is truck only). “It’s going to be uniquely styled. It will not look like the 681 or the 660,” said Schmitz. .

Press Release / October 21, 2014 The joint venture company formed by Salzburg, Austria-based Palfinger and Russian truckmaker Kamaz, Palfinger-INMAN, has added the model IT-150 stiff boom crane to its offerings. The IT-150 is available factory-installed on Kamaz’s 65117 6x4 on-highway series, and 43118 6x6 on-off road truck range. The IT-150’s boom can extend to up to 19 meters (62ft) and has a maximum load rating is 6.6 metric tons (14,551lb). The turning angle is 420 degrees, and a maximum load lowering depth of 18.3 meters (60ft). Truck-mounted stiff boom cranes are in high demand on the lifting equipment market, because they have unique performance in delivering cargo to hard-to-reach locations. The IT-150 is also RUB 150,000 (US$3,581) less expensive than similar Korean products, making the new Palfinger design a serious competitor in the knuckle boom loader market. https://www.palfinger.com/ru/rus/Pressroom/novosti/corporativnie/2014/seriynoe-proizvodstvo-novogo-trosovogo-krana-palfinger-inman-it-150-na-baze-shassi-kamaz-65117-i-43118 .

Press Release / October 14, 2014 UK-based specialist heavy lift and haulage contractor ALE (Abnormal Load Engineering) has begun production of the Trojan 8870. The truck was designed by the company's engineers and is being produced at its operational hub at Hixon. ALE says the Trojan 8870 represents a breakthrough in capability, fuel efficiency and reliability. The 8870 model designation reflects the truck’s 8x8 configuration and 700 horsepower powertrain. The development of the new prime mover vehicle was part of a truck replacement process conceived some time ago, and the new vehicles are based on a concept initially developed in 2012. Gary Butler, ALE project manager and designer of the Trojan said: "We wanted to replace our current fleet of trucks with a specification that improved on vehicle performance, capability and fuel efficiency but there was no other truck on the market that delivered this. "We therefore designed our own based on our specific requirements which included computer synchronization, future-proof electronics, automatic gear change, ABS, transmission retardation, a good footprint for power and torque, and a stainless steel cab. "Through the custom drive and transmissions, we are now able to deliver the required power to move abnormal loads more efficiently, more smoothly and in a more environmentally friendly way." ALE says that one of the special features of the Trojan's design is its ability to link up multiple tractor units in a 'command and drone' convoy, whereby the command vehicle is able to control itself, as well as any other tractor units in the convoy, through mechanical and air links, as well as an electronic Can Bus System. Vehicle braking, electrics, engine and transmissions on all tractor units are synchronized by computer which ensures each vehicle is in a matched gear, matched RPM and matched torque. Vehicle braking, engine compression braking and transmission retardation can be controlled identically and there is no limit to the number of vehicles that can be added to the convoy. These features help to deliver a smoother ride through the whole length of the convoy, thereby reducing potential stress on any consignment being transported. The Trojan truck's design weight is 72 metric tons (158,733lb) and it has a maximum geared road speed of 48 mph (77 km/h). It can pull a gross combination weight of metric 300 tons (661,387lb) at its maximum gradient of 14 percent, although this weight capacity can be increased as the incline is decreased. A bespoke engine and transmission performance reduces emissions and provides a fuel saving of 40 percent compared to that achieved by previous models. A further important design consideration for ALE was to ensure that power could be delivered effectively, producing significantly improved tractive effort compared to other standard market products. Critical to this was to ensure that the trucks provided a significant and balanced footprint which would also assist with retardation. These are the first of a fleet of six new Trojans to be built by ALE, with delivery of all six by the end of next year. Four will be retained for use by the company in the UK, with two destined for the company's subsidiary in the United Arab Emirates. Trojan 8870 Specifications Gross combination weight 300 tons (661,387lb) at a gradient of 14% fully loaded Maximum geared road speed: 48.mph / 77.km/h Design weight 72 metric tons (158,733lb) 1st Axle 12,000kg (26,455lb) 2nd Axle 12,000kg (26,455lb) 3rd Axle 24,000kg (52,911lb) 4th Axle 24,000kg (52,911lb) Engine: Volvo Penta TAD1662VE, 6-cylinder inline, Euro-5, turbocharged and intercooled, 700hp (515kW) at 1,800 RPM, 3,220 Nm torque at 1,200 rpm, Water cooled, Ambient range -31ºc to +55ºc. Main transmission: Allison M6620AR full automatic 6 speed. Integral torque converter, PTO, & retarder. Auxiliary Transmission: Kessler VG2500, 2 speed transfer case, with built in torque proportioning 1/3 to the front 2 axles, 2/3 to the Rear 2 axles. Low range = 2,07:1 / High range = 1,03:1 Front axles: Dana twin steer, bevel hub reduction type, Inter-axle & cross-axle differential locks. Front suspension: slipper-ended semi elliptic parabolic leaf springs with heavy duty hydraulic telescopic dampers. Rear axles: Kessler manufactured tandem, spiral bevel, hub reduction, 25,000kg (55,116lb) capacity per axle. Pneumatically operated inter axle & cross axle lockable differentials. Rear suspension: Hendrickson 48 ton (105,822lb), 6-rod, twin high articulation semi-elliptical, multi-leaf springs, trunnion mounted. Braking system: All axles, duel circuit, ABS, S-cam drum type, with emergency spring brakes, & parking brakes on all axles. Compressed air operated via heated air dryer to service & secondary reservoirs, High output auxiliary compressor, hydraulically controlled. Front tyres: Michelin XZL 24R21 on / off road singles. Rear tyres: 1400R25 twin assembly Steering: Integral power box with direct operating drag links and hydraulic rams, plus emergency backup. Cab: Penman, 2mm stainless steel, corrosion resistant walk through military cab with seating for 2 persons. Heating, aux night heater, and air conditioning as standard. Electrics: 24 volt Winch: Single 8,000kg (17,637)) hydraulically driven horizontal drum. Fuel capacity: 1,400 litres (370 U.S. gallons) http://www.ale-heavylift.com/news/ale-unveil-first-trojan-truck/ http://www.ale-heavylift.com/wp-content/uploads/2014/10/14_24.10.14-Trojan-Trucks-Press-Release.pdf .

Press Release / October 23, 2014 T880 To Transport Special Tree To More Than 30 Community Celebrations en route to Washington, D.C. A special Kenworth T880 undertakes an important mission this fall - transporting the U.S. Capitol Christmas Tree to more than 30 community celebrations before a final stop for setup, decoration and the tree-lighting ceremony in Washington, D.C. As part of its tour efforts, the Kenworth T880's distinctive decal design was unveiled today in advance of the 2014 Capitol Christmas Tree-cutting ceremony Oct. 29 near Cass Lake, Minn. The Kenworth design features a night shot of the U.S. Capitol, brightly lit and colorfully arrayed Christmas tree, official seal of the 2014 Capitol Christmas Tree project, and logo of Wille Transport, a long-time Kenworth customer based in Cohasset, Minn. During the tour, two Wille Transport drivers will pilot the Kenworth T880 and a Kenworth T680 Advantage on a journey of nearly 2,000 miles. The T880 is Kenworth's flagship heavy haul vocational truck equipped with a comfortable 52-inch mid-roof sleeper, powerful and fuel-efficient 500-hp PACCAR MX-13 engine with 1,850 lb-ft of torque, and reliable Eaton Fuller 13-speed transmission. The T880 will pull a trailer specially designed for the Capitol Christmas Tree - a nearly 80-foot white spruce from Minnesota's Chippewa National Forest and the Leech Lake Band of Ojibwe. Another 70 Christmas trees, donated by Minnesota Tree Growers Association, will be transported by the fuel-efficient Kenworth T680 Advantage with 76-inch sleeper, Eaton Fuller Advantage™ 10-speed automated transmission, Diamond VIT interior Kenworth Idle Management System, and Kenworth's new, factory-installed aerodynamic package. The T680 Advantage offers an ultra-aero spec to provide the very best Kenworth model for fuel economy. Those trees will be used to decorate the inside of the U.S. Capitol building and other federal sites throughout Washington, D.C. The T680 Advantage also will bring 10,000 ornaments created by children and others from Minnesota communities to adorn the Capitol Christmas Tree and the smaller trees. "The annual lighting of the U.S. Capitol Christmas Tree is a true American tradition. It is a special honor for Kenworth to participate in this year's 50th anniversary Capitol Christmas Tree tour," said Kurt Swihart, Kenworth marketing director. "The T880 heavy hauler is engineered with the proper specs to handle this important move, and the graphics are a tribute to the tree's destination." The tour's first stops are at the Itasca State Park and Bemidji in Minnesota Sunday Nov. 2. A complete tour schedule and additional information may be found at the 2014 U.S. Capitol Christmas Tree web site (www.capitolchristmastree.com) so the public can track the truck's progress. http://www.kenworth.com/news/news-releases/2014/october/t880-capitol-christmas-tree.aspx .

Commercial Carrier Journal (CCJ) / October 30, 2014 Caterpillar added a second model to its new line of vocationally focused work trucks with the unveiling of the Class 8 CT681 truck Oct. 30 at the company’s Edwards Proving Grounds outside of Peoria, Ill. Caterpillar first previewed the new truck at the ConExpo Show in Las Vegas earlier this year. The Edwards launch today gave enhanced details on new truck while noting it has entered into full production. The CT681 borrows heavily from the existing CT660 model, but features a host of enhancements designed specifically for tough vocational applications such as snowplow, mixer, dump and super dump. The truck features a set-forward front axle for a longer wheelbase with a 114-inch BBC measurement. Caterpillar’s global on-highway product manager Dave Schwartz says this configuration offers better ride quality on both long hauls and rough dirt roads while giving body-builders more flexibility and room for behind-the-cab installations. Power is provided by Cat’s CT Series Vocational Truck Engine family, with several ratings from 365 to 430 horsepower available. Schwartz says Cat’s truck engine philosophy is “still evolving,” but says additional, higher horsepower ratings will appear in the near future. It is possible this could be as early as next year, coinciding with the launch of the next Caterpillar truck, the CT680, which Schwartz says will be a stylistic departure from the CT660 and CT681. The CT681 has already made a move away from the CT660 in terms of appearance. The new truck features a more robust, spartan look. The wheel loader-inspired, brushed aluminum grill guard and trim that give the CT660 such as distinctive look have been abandoned on the CT681. Schwartz says this move was necessary to accommodate the CT681′s new, higher, radiator configuration and simplify front engine PTO access. The CT681′s engine can be spec’d with Cat’s proprietary CX31 automated manual transmission. Schwartz says that today, more than half of all new Cat trucks are rolling off the factory floor with the CX31 AMT, which features a high power-to-weight ratio, full power shifting and quick acceleration. The transmission has been fully integrated with the CT Engine series to deliver optimal fuel economy or power to meet any type of terrain or road conditions. .

Fleet Owner / October 30, 2014 Ron Schultz, Cat's sales manager-global on-highway trucks, provides an overview of OEM's new axle-forward CT681 Class 8 truck model. The CT681 is now in production and is the second model in Cat's on-highway truck line, the other being the CT660 axle-back configuration rolled out in 2011. Video: http://fleetowner.com/equipment/caterpillar-vocational-truck-overview