kscarbel2

Weichai Group / October 29, 2014 Despite a slow beginning, Caterpillar’s joint venture with Chinese transmission manufacturer Fast Gear is beginning to see demand for its CX28 and CX31 transmissions from fire apparatus manufacturers. In recent years, Allison has been the principle supplier for the small but growing percentage of fire and rescue vehicles equipped with automatic transmissions. In the global market, the CX28 is rated up to 400hp and 1250 lb-ft (1695N.m), while the CX31 is rated up to 600hp and 1850 lb-ft (2510N.m). Based on the CX28 and CX31 respectively, the following six-speed models were launched by the joint venture in 2013: Model Rating FC6A80 221hp / 590 lb-ft (800N.m) FC6A100 268hp / 740 lb-ft (1003N.m) FC6A140 338hp / 1055 lb-ft (1430N.m) FC6A180 425hp / 1350 lb-ft (1830N.m) FC6A210 510hp / 1605 lb-ft (2176N.m) FC6A250 625hp / 2000 lb-ft (2576N.m) In America, only Navistar and CAT-branded trucks have offered the CAT CX Series automatic transmissions as a factory option. During the 2007-2009 period, the smaller CX28 was offered in recreational vehicles equipped with CAT C7 and C9 engines. “For decades Caterpillar has been building planetary transmissions for its construction equipment,” said Chris Schena, Caterpillar vp- Motion and Power Control Division. “We are now leveraging this expertise and applying it specifically to the transmission needs of on-highway customers.” “We’re not trying to run Allison out of the business,” says Larry Riekert, On-Highway manager, Caterpillar OEM Solutions Group. “We believe that automatics will be a growing percentage of total sales and we feel our sales will go up while [Allison’s] go up. What we’re seeing now is that the rate of conversion of manuals to automatics is increasing. Of course, Allison might not see it that way.” Fleet Owner – December, 2005 Established in June 2011, Xi'an FC Intelligence Transmission Co., Ltd. is a joint venture company between Caterpillar and Shanxi Fast Gear Co., Ltd. The company manufactures drivetrain systems and other components for CAT construction machinery, as well as CX28 and CX31 on-highway automatic transmissions for the Asian market. .

Press release / October 29, 2014 With the launch of the new hybrid-powered Scania “Citywide” low entry bus, Scania takes another step towards offering carbon neutral transport solutions. In line with Scania’s leadership in biofuels, the new Euro-6 hybrid powertrain runs on up to 100 percent biodiesel. The SCR-only Euro 6 engine is already low on fuel consumption, but the parallel hybrid system provides impressive additional fuel savings. And unlike other hybrids, the system is optimised for city and suburban operation and allows speeds up to 100 km/h (62mph). “The bus and coach business is highly cost-conscious and needs to meet the highest environmental standards,” says Klas Dahlberg, Senior Vice President Buses and Coaches, Scania. “We have taken that to heart and developed outstanding products that combine the best performance in both respects.” Scania developed hybrid technology Scania has been running trials on hybrid technology for more than two decades. And the robust parallel hybrid concept that has now been launched in the Citywide buses is a comprehensive response to customer demands that provides attractive payback times. It will be produced in large volumes for both trucks and buses and will receive full service coverage via the worldwide Scania service network. The new hybrid system is part of Scania’s modularised range of powertrains that powers both buses and trucks in an immense range of combinations. It is also part of Scania’s long-term strategy for powertrain electrification for both trucks and buses. Two different lengths to start with The hybrid system is initially being offered on 12- and 14.8 m buses with two and three axles respectively. The buses have a low-entry layout that offers several sustainable opportunities. They can be specified to work comfortably in the city, as well as on suburban and medium-distance routes. The hybrid powertrain includes the Scania 9-litre engine, in 250, 280 or 320 horsepower ratings, the latter with SCR-only technology and compatible with up to 100 percent biodiesel. On the Citywide buses, the hybrid unit, comprising an electric machine (motor and generator) and automatic clutch, is located between the engine and transmission. The electric machine is rated at 150 kW. 1,050 Nm. 1.2 kWh of energy storage is provided by a lithium-ion battery integrated in the roof structure at the front of the bus and is housed in a neatly styled bulb together with a DC/DC voltage converter and a cooling unit. High efficiency The use of a Scania hybrid system together with a DC/DC converter, stop-start function and hybrid eco-roll provide fuel savings of 20-25 percent, or 1.2-2.5 litres (0.32-.66 U.S. gallons) per hour of operation. The combined fuel and the use of biodiesel (320 hp version) provide CO2 savings of 60-65 percent, a uniquely high figure for Euro-6 hybrid buses. “The bus stands on its own merits, designed to make money for operators without the helping hand of public subsidies,” says Mikael Arhusiander, Product Manager City and Suburban Buses at Scania. .

Press Release / September 25, 2014 A new gas bus for city or BRT* routes has been created by Scania in cooperation with Belgian bus body builder Van Hool. Operated on either biogas or CNG the new bus offers a unique combination of capacity and low environmental impact. As well as being energy efficient, the Scania-Van Hool city bus also offers a light and spacious interior with an eye-catching articulated body that is reminiscent of a tram. It therefore combines the best of both worlds: the image and efficiency of a tram with the flexibility and cost levels of a bus system. ”It features a futuristic design and an interior that is light and airy to give the passengers a comfortable feeling inside. This way we hope to attract more people to the bus,” says Jan Van Hool, Executive Director at Van Hool. Camilla Lood, Product Manager Sustainable Solutions at Scania says: “Scania has joined forces with the respected Belgian bus builder Van Hool to create one of the most impressive and low impact vehicles ever seen in the public transport market. The design has been well received in large cities Europe-wide, forming part of BRT systems or smaller scale bus systems and boosting the image of public transport.” Scania believes in sustainability Scania believes that bus transport is paving the way for better transport sustainability, while also providing instant gains for passenger transport and for society. The new Scania-Van Hool city bus is a good example of this concept; having been created in line with Scania’s sustainability strategy. The articulated design offers exceptional passenger appeal, with a light and spacious low-floor interior and four double doors (2-2-2-2) for convenient entry and exit at stops. Operating as a modern looking and environmentally sustainable city bus, it is a guaranteed image-booster for public transport and can contribute positively to urban planning. The system lends itself to easy re-planning and re-routing, which is a great advantage in an expanding urban area and the choice of renewable fuels addresses CO2 emissions with immediate effect. The system can also be up and running rapidly and at a highly attractive cost. Bus systems competitiveness For passengers, a bus system opens a pleasant, reliable, cost-efficient and safe way of commuting. With attractive styling, easy access and high comfort, it has what is takes to win over passengers from car travel. Scania’s Euro 6 gas engine, which operates on natural gas or biogas, is mounted transversely at the rear and is renowned for its high efficiency and low consumption. The engine is rated at 320 hp and 1,500 Nm of torque available already at low engine revs, giving outstanding driveability for a gas engine. * BRT (Bus Rapid Transit) is an innovative, high capacity public transit solution at significantly lower cost than light rail. The concept uses buses or specialized vehicles on roadways or dedicated lanes to efficiently transport passengers to their destinations. BRT combines the capacity and speed of light rail or subway with the flexibility, lower cost and simplicity of a bus system. http://www.youtube.com/watch?v=8rT9hhfR3u4&feature=youtube_gdata

Press Release / September 25, 2014 Germany's largest bus transport company, DB FuhrparkService GmbH has ordered 710 Crossway Series municipal transit buses. Under the sales agreement, DB Regio will receive 400 Crossway and Crossway LE (Low Entry) city buses, to be delivered in 2015 and 2016. In addition, another 310 units will be delivered in 2017 and 2018. Factors leading to the sale included the advantageous total cost of ownership and reliability of Iveco Crossway buses which are already a part of the current DB fleet. “We are very proud to have the renewed confidence of Deutsche Bahn, which is further demonstrated by this significant order for our best-seller Crossway bus”, said Sylvain Blaise, Head of Global Bus at CNH Industrial. DB Regio Bus is responsible for operating Deutsche Bahn’s regional bus routes and suburban transport operations. It has a network of 22 bus companies and a stake in more than 70 private and municipal public-transport entities in Germany. “We carry about two million passengers a day on our buses. These customers are going to benefit directly from our investment. We are offering them vehicles that are modern, environmentally friendly and safe”, says Dr. Rüdiger Grube, Chairman & CEO of Deutsche Bahn. Customers, drivers and passengers will benefit from the new model thanks to its improved visibility, lower internal noise levels, storage space and a more comfortable environment. EBSF/VDV The Euro-6-compliant (EPA2010) Crossway LE series features new, wider doors. The design of the driver’s cockpit follows EBSF* and VDV** 234 international guidelines, providing increased comfort, accessibility and safety. It guarantees that, regardless which vehicle type, drivers will always find the controls and switches in the same place and experience the same ergonomic qualities. The entire Crossway range benefits from fuel efficient engines with Iveco’s HI-SCR emissions technology. This SCR-only after-treatment system functions without the use of EGR (exhaust gas recirculation) and carries a significant advantage in weight reduction and compactness for easy maintenance. * The European Bus System of the Future (EBSF) was the biggest road-related transportation project to date funded by the European Commission. The project involved four years of work, 48 partners, 7 demonstration projects and a total budget of US$32.7 million. A comprehensive, widely networked research project for the design and development of an innovative, high-quality European bus system of the future, the EBSF project took on the goal of demonstrating the capabilities of a new generation of urban bus networks and creating the basis for an integrated systems approach (vehicle, infrastructure, technology, operation) with takes future passenger requirements into account. EBSF aimed at developing a new generation of urban bus system adapted to the specificities of European cities. EBSF acted therefore as a driver to increase the attractiveness and raise the image of bus systems in urban and suburban areas, by means of developing new technologies on vehicles and infrastructure in combination with operational best practices, and testing them in real operational scenario within eight European cities. ** VDV (Verband Deutscher Verkehrsunternehmen) The Association of German Transport Companies .

Icarros Trucks Brazil / October 29, 2014 Iveco Brazil has delivered a fleet of Tector Series model 170E22 medium-heavy trucks to Brazil’s air force. The trucks will be fitted with a variety of bodies for airport operations. "The Tector “Attack” Series meets the air force’s requirements for a versatile COTS (commercial off-the-shelf) platform that offers low maintenance costs and robust design. The deal further strengthens our ties with the armed forces, "says Paul Goddard, commercial director at Iveco Brazil. . With two Exchange options and four different options of clearances, allowing a total of 16 versions, the Iveco Tector we versatility. http://www.iveco.com/Brasil/collections/technical_sheets/Documents/Iveco_Tector_Attack_170E22_bx.pdf http://www.iveco.com/brasil/produtos/pages/tector_carac_bene.aspx .

Press Release / October 28, 2014 To support growing sales in Brazil’s Midwest, AmBev distributor Lima Logics and Distribution will take delivery of another batch of Volkswagen Worker Series 23.230 “Distributor” beverage trucks to its fleet which serves 34 cities. The trucks will deliver beverage brands including Pepsi, Brahma, Skol, Gatorade and Bohemia. The 6x2 straight trucks are equipped with 225 horsepower MAN D08 engines which meet Brazil’s Euro-5 (EPA2007) emissions standards using MAN’s EGR technology. The trucks are prepped at the factory for body installation to In a competitive market, Volkswagen’s 23.230 6x2 Worker “Distributor” line-up is designed for urban and regional operations, offering robust construction, durability and low maintenance costs. "The beverage industry demands a robust truck chassis with high levels of agility, combined with low body heights for ease of access. These trucks add technological innovations and safety, making driving easier and more comfortable, improving productivity, with durability and low operating costs,” said Ricardo Alouche, vice president of sales marketing and after-sales support at MAN Latin America. http://www.man-la.com/produtos-volkswagen/vocacionais/caminhoes/distributor .

Despite a massive budget deficit, our government is giving away free money (grants) to container haulers. How this directly benefits the American taxpayer remains to be seen.

Fleet Owner / October 29, 2014 The Houston-Galveston Area Council (HGAC) is hosting a Drayage Truck Event at the Port of Houston on Saturday, Nov. 1, from 10:00 a.m. to 1:30 p.m., to share information about available grants and loans to help truck owners replace older vehicles with new, cleaner ones. According to the group, funds that could cover up to 80% of the cost of a new truck are available. HGAC has worked in the past with the Environmental Defense Fund (EDF) on emissions reduction efforts. The original Houston Drayage Loan Program replaced 200 of the more than 3,000 drayage trucks at the port.

I long imagined this was going to happen, diesel demand peaking around the 2015-2017 period and then beginning a gradual fall, owing to reduced demand resulting from more efficient powertrains. This throws the whole viability of natural gas-powered trucks into question.

Transport Topics / October 29, 2014 Higher vehicle efficiencies and the growing use of compressed natural gas in heavy-duty vehicles will lead to a decline in U.S. diesel demand beginning in 2016, according to a report released Oct. 29. Those changes will “more than offset a substantial increase in the number of diesel-powered light-duty vehicles in the market,” said the report by the PIRA Energy Group. The study, “An Assessment of the Diesel Fuel Market: Demand, Supply, Trade and Key Drivers,” was commissioned by the Fuels Institute with funding from the Natso Foundation, the research and public outreach subsidiary of Natso Inc., a trade group that represents truck stops. U.S. diesel demand is expected to drop 12.5% from a near-term peak of about 4 million barrels per day in 2015 to 3.5 million bbd in 2030, the report said. Diesel demand will be strongly affected by new fueling options, shifts in fuel usage and improved efficiencies, in both light- and heavy-duty applications, and in industrial applications, it said. “Changing consumer demand for diesel fuel will have a significant effect on fuel retailers and the U.S. economy,” Natso Foundation President Lisa Mullings said. “This report will help truck stops and travel plazas develop a sound strategy for optimizing these market changes to lead the fuel retailing industry into the future,” she added. The report is available for download at www.fuelsinstitute.org.

Automotive News / October 29, 2014 Penske Automotive Group Inc. wants to grow by snapping up more car dealerships overseas and buying other businesses, such as heavy-duty retail truck stores. Penske said today it agreed to raise its stake in The Around The Clock (ATC) Freightliner Group, a “heavy-duty retail truck dealership group” in Texas, Oklahoma and New Mexico. Penske said such businesses are attractive because they provide strong revenue with lower costs. CEO Roger Penske, in an analyst conference call today, said: “When I look at the commercial vehicle business, 70 percent of the total gross profits are from parts and service. So less capital is involved. It’s a more stable business, and there are not the facility requirements, such as the tiled floors and fancy showrooms,” that many automakers require. He said his company is spending $150 million a year largely on car dealership renovations that manufacturers want. Penske said he also is monitoring a no-haggle pricing program being tested at Toyota of Surprise in Surprise, Ariz. He said he is a “long, long way” from deciding whether or not to take the process to all of the company’s 244 U.S. dealerships, but it is successful so far. He said using one salesperson from start to finish is a cost saver. “The business has grown nicely,” Penske said. “We’re seeing our margin, based on one price, is competitive in the marketplace.” Earlier today, Penske Automotive reported that its third-quarter net income rose 15 percent from the year-earlier period to $75.1 million on strong new- and used-car sales aided by robust business at its U.K. dealerships. Revenue increased 18 percent to $4.42 billion. Revenue rose at a double-digit pace in all categories: new- and used-vehicle sales, fleet and wholesale sales, service and parts, finance and insurance operations and commercial vehicle, car rental and others. Knocking on doors Roger Penske envisions 60 percent of Penske Automotive Group’s revenue coming from its U.S. operations and 40 percent coming from various international holdings. That’s close to where it is now. He wants the company’s vehicle business revenues to grow 5 to 10 percent over the next two years. “The vision is to grow more internationally,” Penske said. “I think that gives us balance. When we look at Spain and Italy today, they’re performing well. Every manufacturer in Europe is knocking on our door today to say, ‘Hey we have an opportunity.’” He said the company wants to stay focused on premium luxury brands and will still consider some “opportunities” in the United States, too. “But we want to stay in line as a premium volume foreign player,” Penske said. Retail sales gains The company’s third-quarter results were driven by solid sales in its U.K. operations. Those operations account for 35 percent of Penske Automotive’s revenue. The U.S. makes up 61 percent, and other international operations account for 4 percent. The higher revenue came on a 10 percent increase in retail sales to 104,963 vehicles. New-vehicle sales rose 9 percent to 57,273 units, outpacing the U.S. industry’s new-vehicle sales growth of 6 percent in the quarter. Penske’s used-vehicle retail sales rose 12 percent to 47,690. On a same-store basis, though, new-vehicle retail sales lagged the overall market with a 4 percent gain to 54,572. Same-store used-vehicle sales rose 7 percent to 45,678. Penske Automotive doesn’t break out unit sales by geographic region -- all totals reflect U.S. and overseas operations. Bigger stake After-tax income from continuing operations rose 16 percent to $77 million. The company said it agreed to raise its stake in ATC Freightliner Group to 86 percent from 27 percent. The acquisition is expected to add $600 million to $700 million in incremental annual revenue, Penske said. Penske Automotive, of Bloomfield Hills, Mich., near Detroit, ranks No. 2 on the Automotive News list of the top 125 dealership groups based in the United States, with retail sales of 199,795 new vehicles in 2013.

Star Tribune / October 27, 2014 Across the country, trucking companies, and manufacturers and retailers with their own fleets, are resorting to an array of incentives, including higher wages, to attract drivers. Wal-Mart Stores Inc., the nation’s biggest retailer and operator of one of its biggest truck fleets, is using radio ads to appeal to qualified truck drivers with an offer of a $76,000 salary plus benefits to join the company. That’s far above the national average trucker pay of around $50,000. Walmart has 7,200 truck drivers but needs more, spokesman Brian Nick said. “There is definitely a shortage in the company … and an overall shortage in the industry,” Nick said. “We are anxious to get more folks’ applications so we can pursue more hiring.” The American Trucking Associations reports that the country has 750,000 “for hire” drivers but needs at least 30,000 more at the moment. It estimates the industry must hire 100,000 drivers every year for 10 years if it hopes to keep up with retirements, turnover and industry growth. Tim Hoag, who owns Copeland Trucking, estimates he turns down about 10 hauling requests from potential customers every day. He’s looking to add eight drivers to the 56 who currently work for the firm. “We could grow as big as we wanted if we could find drivers,” said Hoag, who owns Copeland with his longtime friend Richard Copeland. “We probably passed up $500,000 to $1 million of work this year because we don’t have enough drivers. But everybody’s in the same boat.” The reasons for the shortage are plentiful. The job has limited appeal to start with, because it takes drivers away from their families for extended times. Meanwhile, cost cuts by companies during the recession in 2008 and 2009 compressed drivers’ wages. In 2013, truckers were paid 6 percent less, adjusted for inflation, than they were in 2003. Railroad capacity has been consumed in much of the country by the movement of oil, gas and coal, putting pressure on trucks to move more freight. And new federal regulations have limited the time drivers can spend on the road. “With the new federal regulations, it is harder to find a qualified driver today than ever before,” said Kyle Kottke, general manager of Kottke Today. U.S. truckers can only drive 70 hours a week or 11 hours a day. They can only work 14 hours a day, including the hours frequently spent waiting for short-staffed warehouses to load or unload their rig. Drivers must regularly pull their rigs into checkpoints where officers check their time on the road. Violators are now reported on national databases. “It gives the industry a great transparency and allows us to I.D. who we don’t want on the road,” said Kottke. “But it also takes some of these people and puts them permanently on the sidelines.” Demand for truckers is so great that trucking companies – and the shippers that use them – are seeing their growth constrained. Hoag said he recently heard about a firm in West Texas that was having trouble attracting drivers despite offering $83,000 a year. “You do whatever you have to do to keep the drivers happy and productive,” he said. “You treat them like family. That’s been our secret weapon.”

Bloomberg / October 28, 2014 MAN, Europe's third-largest truck manufacturer, scaled back its 2014 earnings forecast as slowing economies in its home region and Brazil hurt sales and led to a 48 percent drop in third-quarter operating profit. Earnings before interest and taxes will be “moderately” higher this year, Munich-based MAN said today. That compares with predictions in March of “significantly” rising operating profit. Third-quarter earnings on that basis fell to 82 million euros ($104.2 million) from 159 million euros a year earlier, while the value of new orders dropped 20 percent. MAN, a division of Volkswagen AG, lowered full-year targets last month at its truck and bus unit, and outlined production cuts that will reduce hours for 4,000 workers. Daimler AG, the world’s biggest heavy-vehicle maker and the owner of the Freightliner brand in the U.S., forecast steepening industrywide drops in European and Brazilian truck sales. Second-ranked Volvo is also predicting a Europe-wide decline. Compared to its two larger competitors and to VW’s Scania truck unit, “MAN is losing ground, even if Volvo and Daimler have a somewhat different geographical split in their business,” said Marc-Rene Tonn, a Hamburg-based analyst with M.M. Warburg. “The fourth quarter won’t bring a significant uptick in the European or Brazilian economies, and MAN’s performance next year will depend on what measures it takes to adapt to the situation in both those regions.” German business confidence dropped for a sixth month in October, and the Bundesbank predicts little, if any, economic expansion in the final six months of 2014 following a contraction in the second quarter. In Brazil, where President Dilma Rousseff was re-elected on Oct. 26, gross domestic product shrank in the first half, and analysts surveyed by the central bank forecast just 1 percent growth in 2015. MAN rose as much as 0.3 percent to 90.77 euros at 9:28 a.m. in Frankfurt, reversing a decline earlier in the day. The shares have fallen 1.6 percent this year. Wolfsburg, Germany-based Volkswagen owns about three-quarters of MAN’s stock and bid in March 2013 for the rest with the intent of pushing cooperation with Swedish truckmaker Scania and the car manufacturer’s commercial-van business. Truck and bus deliveries in the third quarter fell 14 percent to 28,865 vehicles, dragged down by a 29 percent plunge in Latin America. Revenue fell 5.3 percent to 3.52 billion euros, while order value plunged to 3.47 billion euros. MAN is forecasting a “significant” decline in revenue this year. That compares with an earlier prediction the figure would be “noticeably below” the 2013 level. “Our figures are certainly less than satisfactory,” MAN Chief Executive Officer Georg Pachta-Reyhofen said in the statement. “This is why we are doing everything we can to get back on track as soon as possible.” Group operating-profit growth this year will come from a “slight” increase at the power-engineering division, which was hurt last year by extra project costs, while the commercial-vehicle unit will report a “considerable decline” in earnings, MAN said. http://www.corporate.man.eu/en/press-and-media/presscenter/Difficult-third-quarter-in-2014-due-to-strained-commercial-vehicles-market--169280.html

Transport Topics / October 28, 2014 Paccar Inc., the parent company of Kenworth Truck Co. and Peterbilt Motors Co., posted 20% profit growth in the third quarter and cited a stronger freight environment for its customers. Net income increased to $371.4 million, or $1.04 per share, from $309.4 million, or 87 cents, in the same period last year. Net sales and financial services revenue rose 15% to a quarterly record of $4.93 billion, the company said Oct. 28. “Our North American customers are benefiting from good economic growth, record freight tonnage, improving freight rates and the excellent operating efficiency of our new Kenworth and Peterbilt models in the on-highway and construction markets,” CEO Ron Armstrong said in the report. He also said Paccar’s North American truck factories have increased build rates to meet “strong demand” for the company’s Kenworth and Peterbilt Class 8 trucks. Paccar boosted its full-year estimate for industrywide Class 8 retail sales in the United States and Canada to between 245,000 and 255,000 trucks, up from its projection of 230,000 to 250,000 three months ago. The truck maker also forecast that the 2015 Class 8 market would see retail sales between 240,000 and 270,000 vehicles. “Our customers are benefiting from good economic growth, improving freight rates and lower fuel prices,” said Paccar Executive Vice President Dan Sobic said. “Many of our customers are expanding their fleets, in addition to replacing older vehicles, which is excellent news for the industry.” Quarterly revenue at Paccar Parts rose 10% to a record $784.2 million, the company said. Paccar also is the parent company of Europe-based DAF trucks. http://www.daf.com/news-and-media/articles/global/2014/28-10-2014-paccar-announces-strong-quarterly-revenues-and-earnings

Transport Topics / October 28, 2014 Cummins Inc. reported higher third-quarter income on a strong North American market, and the company boosted its revenue outlook for the full year. The engine maker’s net income rose to $423 million, or $2.32 a share, from $355 million, or $1.90, a year ago. Revenue for the quarter ended Sept. 28 rose 15% to $4.89 billion. Engine sales rose 13% to $2.8 billion, and that segment’s earnings before interest and taxes increased to $330 million from $272 million a year ago. Columbus, Indiana-based Cummins said it expects its full-year revenue to rise between 10% and 12%, up from its previous 8%-to-11% forecast, due to stronger demand in North America. Its power generation unit’s results improved in the quarter, but global demand for power generation equipment remains weak, Cummins said, adding that it is planning to reduce costs in that sector that “could range from $15 million to $40 million” in the fourth quarter.

Heavy Duty Trucking / October 28, 2014 Volvo Trucks North America is recalling 3,175 model year 2014-2015 VAH, VNL and VNM trucks. According to a National Highway Traffic Safety Administration (NHTSA) bulletin, bolts holding the disc brake caliper to the backing plate may not have been tightened to the specified torque. This could cause the disc brake caliper to detach from the backing plate. If that happens, it can affect the brakes to that particular wheel, causing the vehicle to "pull" to the left or right, increasing the risk of a crash. Volvo will notify owners, and dealers will inspect and tighten the bolts to specification, as necessary, free of charge. The recall began October 10. Owners may contact Volvo customer service at 1-800-528-6586. Volvo's number for this recall is RVXX1403. Meantime, a second Volvo Trucks recall involves a far fewer number of trucks. Nearly 50 model year 2015 VNL and VNX trucks equipped with a Volvo D16 engine may suffer from the engine control unit having an incorrect parameter setting in the software, which could lead to the engine stalling and increase the risk of a crash, according to the NHTSA. Volvo will notify owners, and dealers will update the engine control unit software, free of charge. The recall is expected to begin in November. Volvo's number for this recall is RVXX1404.

Press Release / October 27, 2014 MAN Latin America has begun delivering the first Allison transmission-equipped Volkswagen refuse chassis to customers in Chile. The trucks are fitted with 18-yard Heil PT-1000 rear-loading refuse bodies. VW Constellation model 17.280 4x2 “Compactor” vocational chassis feature Euro-5 emissions 6.9-liter 275 horsepower MAN D08 engines paired with six-speed Allison 3000 series transmissions. "Our waste collection customers in Chile are seeking a truck with high levels of performance and fuel economy combined with extreme durability and operator comfort. Tests carried out in the country, in real world operating conditions, allow the us to offer such trucks," says Ricardo Albuquerque, Executive Manager of international sales at MAN Latin America. Compactor Brochure: http://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=6&ved=0CDoQFjAF&url=http%3A%2F%2Fwww.man-la.com%2Fdownload.php%3Fi%3Dimages%2Fstories%2Fprodutos%2Fcaminhao%2Fpdf%2F2783%2F148_vocacionais_compactor_low.pdf&ei=AgpPVNeCCsjLoASOgIGYBg&usg=AFQjCNHKtd2iXYxbPCi5NIF24stbI5OUqQ&bvm=bv.77880786,d.cGU&cad=rjt .

Icarros Trucks Brazil / October 23, 2014 DAF is celebrating the company’s first year of truck production in Brazil. The Brazilian factory is the company’s first outside of Europe. In addition to actively expanding its Brazilian sales and after-sales support network, the Brazilian unit of the Dutch truckmaker is performing local testing of both an upcoming variant of the fleet-focused CF heavy truck range and the all-new XF105, both of which will enter production in Brazil in 2015. "This has been a year of great learning experience for DAF and our entire team. We invested $320 million which resulted in one of DAF’s most modern production facilities which has the ability to assemble 10 thousand trucks a year in two shifts. We have set up dealerships throughout the country, invested in after-sales and started tests of the upcoming new truck model releases. And most rewarding, our customers have approved and recognized all the qualities of our product, "said Marco Davila, President of the DAF Brazil. DAF’s Brazilian assembly plant is located on a 2.3 million square meter site, the largest area of any Paccar production facility. The current factory is 270 thousand suare meters in size, ready for future expansions and programmed according to the upcoming releases and sales volume growth. “All production processes are in accordance with the PPS (PACCAR Production System) system. That, combined with a production team trained at the DAF Academy , ensures the high product quality levels that DAF trucks are known for. In a year of activity, we have achieved one of the lowest rates of non-conformities of the group, the result of a highly trained and integrated into the culture of DAF and, consequently, of PACCAR," adds Davila. .

Truck News / October 26, 2014 It performs beautifully, but it’s heavier and more expensive than an AMT. Will the fuel savings deliver a payback? Four thousand, seven hundred and fifty bucks. That’s what it cost to replace a manual transmission in a five-ton straight truck. Wendell Erb, CEO of Erb Group of Companies, signs off on every expense over $4,000 and he saw enough of these invoices cross his desk to burn that number painfully and permanently into his memory. It was enough to make him decide in 2008 to begin spec’ing Allison automatics in the company’s straight trucks and Erb hasn’t had to replace one yet. With that in mind, it’s little wonder Erb has gradually been automating its heavy-duty fleet as well. And it’s no surprise that Erb is one of the first Canadian fleets to take delivery of Allison’s new TC10 TS automatic transmission. TC is for torque converter, 10 represents the number of forward speeds available and TS stands for tractor series. This is Allison’s first shot at the Class 8 tractor market and it seems a logical next step. Allison transmissions are prevalent in the medium-duty and vocational segments and even some of the most demanding heavy equipment applications. The ongoing trend towards automation in the on-highway market isn’t going to disappear, but that’s not to say this will be an easy market to conquer. Automated manual transmissions (AMTs) have been vastly improved in recent years and some OEMs will be reticent to make available a new threat to their own such products. Allison’s TC10 is initially available for order exclusively in International ProStar and TranStar tractors with the MaxxForce 13 engine. It can handle 600 hp and 1,700 lb.-ft. of torque and has a current GCW limitation of 80,000 lbs. SPECULATION ALERT: Allison will be shopping its TC10 to other truck makers but for now all we can do is speculate on potential matches. I see little reason why Cummins wouldn’t mate it to its ISX15, to provide the market with another alternative to currently available automated powertrains. Kenworth and Peterbilt trucks with Paccar and Cummins engines would seem another logical pairing. I’d be surprised if Daimler and Volvo let it near their vehicles; they’re too heavily invested in their own well-integrated, high-performance automated manuals. For now, there are about 30 ProStar tractors with International engines and Allison TC10 transmissions on the road in Canada. Erb took delivery of five such trucks and when I visited last Thursday for a test drive, they made available the last of these trucks to be deployed into service. This ProStar was fitted with a moose bumper, revealing it will be sent on deliveries to northern Ontario and points west. The others had already scattered in all directions; some California-bound and others headed to Texas. They’ve been given to drivers who were due a new truck and who could be counted on to provide reliable feedback on their performance. Jim Pinder, corporate fleet director at Erb Group and Wendell Erb, CEO, are excited about the potential fuel savings, which Allison says conservatively should amount to 3-5% over currently available automated manual transmissions and much more than that in regional-haul applications with lots of stops and starts. Along for the ride with me were: Altruck International’s Joe Mitchell; John Kay, area sales manager with Allison, to provide an overview of the product; and Tom Boehler, Erb’s safety manager, who came along to serve as the local navigator and to ensure I took good care of their truck. I’m no cowboy driver, but even if I were, there’s little I could do to hurt the TC10. It has layers of protection mechanisms in place to prevent drivers from inflicting damage. Simply put, if you try to do something that would hurt the transmission or other downstream components, the TC10 will override your bad decision. Allison is prolific for the robustness of its transmissions and this is a big reason why. However, while the TC10 is idiotproof, maybe even bulletproof, it still allows the driver to select his or her own gears when it makes sense to do so. On my drive, I didn’t encounter any scenarios where it made sense to try to outsmart the transmission and I suspect that in everyday driving conditions, few such scenarios exist. It has a built-in inclinometer and grade sensor, so it’s pretty savvy at choosing the right gear, even on hills. There are two numbers displayed on the shift pad. The one on the right indicates your current gear and the one next to it displays the number of gears that are available at that moment. This should deter drivers from trying to choose an inappropriate gear in the first place. Seeing the two numbers displayed so closely together takes some getting used to and can hold the eye for an extra split second when glancing down to see which gear you’re in. I’m not sure the second number really needs to be there, but you quickly get used to it. Up and down arrows on the keypad of the version I drove allow you to perform manual shifts. A Mode button provides an extra rpm boost for several seconds, which is nice when you want to complete a pass, maintain your speed on a steep hill or more quickly reach highway speeds from a stop. This feature can be a little addictive and I found plenty of opportunities to use it on my drive. It’s a nice performance feature but not conducive to maximizing fuel economy so it’s best used only when really needed. I suspect the novelty wears off and drivers will be more disciplined with its use than I was. Another nice feature is the ability to check transmission fluid levels from inside the cab. Just press the button and within a moment, the LED indicator will tell you whether or not more oil is required. I did this with the engine running and even then, received reassurance that the oil level was good. The TC10 was designed to outperform today’s automated manual transmissions, and it will have to, given its higher price point, if it’s to gain widespread market acceptance. Kay claims the TC10 will get greater fuel economy and improved reliability over your typical AMT. Performance-wise, the TC10 excelled. Kay says it takes about 18 fewer seconds to go from a stop to 55 mph in a TC10-equipped truck than in one with an automated manual. We were pulling a full load with a gross weight of nearly 80,000 lbs and got up to highway speeds incredibly quickly, often launching from third gear. On the 401 I cruised comfortably at 100 km/h at about 1,150 rpm, which provided a smooth, quiet and relaxed ride. The TC10 is comprised of a five-speed main box with a two-speed range pack, giving it 10 forward speeds. The torque converter replaces the clutch and flywheel in an AMT design. Two reverse speeds give drivers more flexibility when backing up to a dock. While automated manual transmissions suffer a torque interruption every time they shift gears, the torque converter-style automatic provides seamless powershifting for greater efficiency. This is what allows the driver to get up to speed more quickly. Kay admits there’ll be little fuel economy gain provided by the TC10 over an AMT in a low-rpm powertrain when cruising down the highway in top gear, however he said it will deliver fuel economy savings in regional haul applications where increased shifting is required. The TC10 appears to be a robust, well-engineered piece of hardware, but where it really shines is in its software calibrations. The transmission comes standard with Allison’s fifth-generation electronic controls and its FuelSense Max calibrations for maximum fuel economy. These programming features allow the transmission to adapt its performance based on variables such as terrain, load and even driver behaviour. What this means is that even the most lead-footed fuel lush in the fleet will be able to do little to harm the fleet’s fuel economy, even on a bad day. Even if he has an axe to grind with the boss. The transmission won’t let him. You can bury the throttle while accelerating but the FuelSense’s acceleration rate management feature will provide only the acceleration that’s needed to get the load up to speed in an efficient manner. Every driver with a TC10-equipped truck should be a fuel-efficient driver – the transmission will assure it. Unlike other torque converter-style automatics, the TC10 comes to full neutral while stopped, eliminating the load on the engine and providing further fuel savings. The output drive is locked internally within the TC10 to prevent rollback on grades, but this feature is not connected to the vehicle’s ABS, which Kay says is an advantage since brake issues on the vehicle will not interfere with its hill-holding capability. Drivers will notice the TC10 wants to creep forward the moment you release the brake. It’s not a problem, but something you need to be aware of if you’re accustomed to driving an AMT, which won’t begin moving forward until the throttle is engaged. AMTs are better than they’ve ever been, but Boehler told me they still have their quirks, which he hopes will be eliminated with the TC10. For example, in slippery conditions when approaching a stop, trucks with AMTs have been known to experience wheel slip when the torque is lost during a shift. This causes the speedometer to spike then drop suddenly and is recorded by the Qualcomm as a hard-braking incident. This has led to some interesting discussions with drivers. “This (TC10) has constant torque so you don’t get that slip during the shift,” Boehler explained. The TC10 is backed by a five-year, 750,000-mile warranty and there are few concerns about reliability. However, if there’s a knock against it, it would be that it’s heavier and costlier than today’s AMTs. Kay has an answer to both those complaints. The cost premium, which is ultimately determined by the OEM, will be quickly recovered if the fuel savings of 5% or more are realized, Kay says. For forward-thinking fleets like Erb, who have an eye towards total cost of ownership, the acquisition cost of the TC10 becomes more palatable when fuel savings are achieved over the component’s life-cycle, Pinder confirmed. As for weight, Kay acknowledges that at 1,074 lbs, the TC10 could be about 250 lbs heavier than today’s AMTs. However, by spec’ing the MaxxForce 13 over Erb’s other favourite engine, the ISX15, there is a weight saving of about 600 lbs, more than offsetting the weight penalty the transmission incurs. One other limitation within the Canadian market is that the TC10 is currently approved for gross combination weights of up to 80,000 lbs. This suits most of Erb’s routes just fine, but some Canadian customers will want to hold out for a GVWR of 110,000 lbs. Kay says “As with most new Class 8 tractor transmissions the TC10 is initially being offered at the US standard 80K but in time may be approved for higher payloads.” Erb will be keeping a close eye on the fuel performance of the TC10. Pinder said he tracks fuel mileage using fuel tax data, to negate the varying degrees of “optimism” reflected in ECM readings. The transmission performs beautifully and will no doubt be a hit with drivers. If it provides a fuel economy advantage over existing products and can deliver a speedy payback, it could become a serious player in the Class 8 on-highway tractor market. The Spec’s: Tractor: International ProStar+ 122 6×4 Engine: International MaxxForce 13 EPA10 w/SCR, 450 hp/1,700 lb.-ft. Cab: Conventional w/ 73-inch hi-rise sleeper and 42-inch bunk Transmission: Automatic Allison TC10 w/ fifth-generation controls; 10-speed with overdrive, incl. oil level sensor Drive axles: Meritor MT-40-14X-4CFR single reduction tandem axle, 40,000-lb capacity Steer axle: Meritor MFS-13-143A wide track I-beam type, 13,200-lb capacity Wheelbase: 221-inch Front suspension: Spring parabolic, taper-leaf, 14,000-lb capacity with shock absorbers Rear suspension: International ride-optimized air-ride tandem suspension w/ 52-inch axle spacing and 40,000-lb capacity Safety: Bendix ABS w/ electronic stability program; headlights turn on automatically when wipers activated; hood-mounted convex mirrors .

Bloomberg / August 24, 2014 Daimler and Volvo are among truckmakers poised to get a European Union antitrust complaint for suspected collusion, according to three people with knowledge of the probe. Volkswagen AG’s MAN and Scania AB, CNH Industrial's Iveco, and Volvo’s Renault Trucks are also involved in the case, said two of the people who asked not to be named because details are confidential. The six manufacturers were raided by the EU in 2011. The EU’s statement of objections, which lists suspected antitrust violations, may be sent as soon as next month, two of the people said. Paccar's DAF Trucks is also part of the case, one person said. The auto industry is the focus of investigations by competition authorities across the world. The EU is probing “an abundance of cartels” among parts suppliers, an official said last year. Fines can be as much as 10 percent of annual revenue for secret deals with rivals to set prices or rig markets. Manufacturers of ball bearings to car and truckmakers were jointly fined 953 million euros ($1.2 billion) in March. “The investigation is ongoing and we are awaiting its result,” Kina Wileke, a Volvo spokeswoman, said in an e-mailed response to questions on the truck case. CNH Industrial declined to comment, as did Antoine Colombani, a spokesman for the commission in Brussels. “We’re aware of the investigation,” said Silke Mockert, a Daimler spokeswoman on the phone. “We don’t comment on ongoing proceedings.” Scania is included in the EU investigation and has been fully cooperating with authorities, spokesman Hans-Aake Danielsson said in an e-mail. Manuel Hiermeyer, a spokesman for MAN, declined to comment because the probe is ongoing. DAF didn’t respond to a call and and an e-mail. Hyundai Motor Co. and Korean units of Scania, Volvo, Daimler, MAN and Tata Daewoo Commercial Vehicle Co. were fined by South Korean regulators last year for fixing prices of trucks and tractors sold in the country. The U.K. dropped a civil probe into a truck-manufacturing cartel in 2012, saying the EU was “particularly well placed” to handle the investigation on a wider level. British authorities ended a criminal probe into the trucks industry in 2011 that led to the arrest of a Daimler executive, citing lack of evidence.

Automotive News / October 24, 2014 Ford Motor Co.’s third-quarter pretax operating profit tumbled 54 percent from a year earlier to $1.18 billion, hurt by lower sales volume and higher warranty costs. Net income was $835 million, down 34 percent, Ford said in a statement today. The company took a $160 million charge for special separation actions related to its European restructuring plan. In the year-earlier quarter, special pretax charges of $498 million dragged down net. Ford was profitable in its North America and Asia Pacific regions, but lost money in Europe, South America and Middle East & Africa. Revenues fell 3 percent to $34.9 billion. “During the third quarter, we continued to introduce an unprecedented number of new vehicles and invest heavily in the new products and technologies that will deliver strong profitable growth beginning next year,” CEO Mark Fields said in a statement. 'Challenges' In summing up the quarter, CFO Bob Shanks acknowledged, “We did have some challenges. But everything was in line with what we expected at the end of September” when Fields laid out his projections for investors. At that investor conference, Fields cut Ford’s profit outlook for 2014, delivering a jolt to investors who had become accustomed to his predecessor, Alan Mulally, regularly beating Wall Street projections. Fields warned that profits this year would come in at least $1 billion, and as much as $2 billion, below prior guidance. Ford tied the warning to several factors including economic weakness in Russia and South America on top of $1 billion in unplanned warranty expenses. Ford reiterated today that it expects its 2014 pretax profits to be about $6 billion, excluding special items, and that its North American operating margin will be at the lower end of its 8 percent to 9 percent guidance range, while the automaker’s results in Europe, Asia Pacific and Ford Credit will improve from 2013 levels. Volume hurts N.A. In the third quarter, Ford’s North American region posted a pretax profit of $1.41 billion, down 39 percent, hurt by higher warranty costs and lower volume. Revenues fell 6 percent to $19.9 billion, as wholesale volume slid 8 percent to 665,000 units. The volume drop was due to mainly to product launches, including five weeks of downtime in the quarter at the Dearborn Truck Plant near Detroit for the launch of the redesigned F-150 pickup, and supplier parts shortages. In Europe, Ford’s pretax loss widened to $439 million from $182 million a year earlier. Ford said the wider loss was more than explained by Russia, currency losses on its balance sheet, lower component pricing and the non-recurrence of year-earlier special gains. European revenues rose 7 percent to $6.9 billion. In July, Ford posted its first quarterly profit in the region in three years. Asia Pacific drops In the Asia Pacific region, pretax profit fell 62 percent to $44 million, as revenues rose 4 percent to $2.6 billion on a more favorable mix of sales. The revenue figure excludes Ford’s joint ventures in China. Finance chief Shanks said the profit decline was due to the costs of opening five new factories in the region in the next nine months plus the cost of launching the Lincoln brand in China. He said Lincoln recorded its first sale in China today. Eight Lincoln dealerships will be open by the end of 2014. In South America, Ford swung to a pretax loss of $170 million from a pretax profit of $160 million a year earlier, as revenues slid 17 percent to $2.3 billion. Ford cited lower volume and currency losses for the red ink. “Ford is working to manage the effects of slowing GDP growth, declining industry volumes in its larger markets, weaker currencies and high inflation, as well as policy uncertainty in some countries,” the automaker said. In the Middle East & Africa region, pretax losses narrowed to $15 million from $25 million a year earlier, as revenues rose 5 percent to $1.1 billion. Ford Motor Credit’s pretax profit rose 17 percent to $498 million, on higher volume. The company said Ford Credit saw increases in nearly all financing products, including consumer and non-consumer products globally and leasing in North America. Negative cash flow Ford’s automotive operating-related cash flow was a negative $700 million for the third quarter, the first time since the first quarter of 2010 it has been negative, Shanks said. That was due to unfavorable changes in working capital, including the effects of the downtime at the Dearborn Truck Plant. Ford said it expects working-capital changes in the fourth quarter to be positive. Ford said supplier parts shortages also contributed to the negative cash flow. There were shortages at four North American plants, which Shanks declined to name. “We’re not going to identify the suppliers and models,” Shanks said. “There were four different issues. We are not going to make it up fully in the fourth quarter.” Ford ended the quarter with automotive gross cash of $22.8 billion, exceeding debt by $7.9 billion. Three months ago, Ford’s gross cash total of $25.8 billion was $10.4 billion more than debt.

Interestingly, the Ford Otosan Cargo and the CL-9000 both share the same height of 125.8 inches. Transcontinental Mark 2 - 127.6" (unladen) CL-9000 - 125.8" Ford Otosan Cargo 1846T - 125.8" Transcontinental Mark 2- 124.3" (laden) (cab heights excluding air fairings) What was the height of the H-Model? .

Transport Brazil / October 23, 2014 Spearheaded by Vice President of sales and Marketing Roberto Leoncini, Mercedes-Benz is reformulating its commercial truck strategy in Brazil to win back the niche agribusiness transport in soybean producing regions that used to be the truckmaker’s domain. Mr. Leoncini, formerly with Scania, is working to reposition the brand and regain markets. The first part of Leoncini’s strategy is for Mercedes-Benz to reconquer the agribusiness market with the new Axor Econfort, a tractor offering high performance, superior reliability and comfort. In addition to new sales strategies and rebuilding customer relationships, Mercedes is offering the Axor and Actros with drum brakes to better withstand the severe dust operating conditions in agricultural operations. “Although disc brakes are superior for on-road operations, the dust ends up hurting the performance and useful life of the brakes. We listened to the transporters and now we're giving them what they asked for – drum brakes and additional cab comfort features,” said Leoncini. The powertrain offerings of the Mercedes-Benz Actros and Axor in Brazil were designed for pulling three-axle semi-trailers with gross vehicle weights ranging from 48.5 to 53 metric tons (106,924lb to 116,845lb), B-Double trailer configurations (a.k.a. Interlinks) with a GCWR of 57 metric tons (125,663lb) and road-trains up to 74 metric tons (163,142lb). Slightly smaller than the flagship Actros, the Axor Econfort (Economy + Comfort) is now available with a shorter 3,100 mm wheelbase, 6x2 configuration and 360, 410 and 440 horsepower ratings. .

http://www.bigmacktrucks.com/index.php?/topic/34624-mack-scania-cooperation/

Press Release / October 24, 2014 Jacobs Vehicle Systems, manufacturers of the Jake Brake, recently participated in the IAA Show in Hannover, Germany. We had the pleasure of speaking with engineers from around the world who stopped by to discuss the issues they are facing and to learn how our technologies, especially VVA and HPD, could help resolve them. As a partner to the world’s leading OEM’s, including Daimler, Volvo, and DAF, and with product releases in China, Latin America, Europe and North America, Jacobs is working on some of the industry’s most pressing challenges such as emission compliance, engine downsizing, and retarding performance. At the same time, our engineers are exploring, and discussing with new and existing customers, technology solutions that will solve for whatever the industry may face next. If you would like to hear more about what our technologies have to offer or more details about how they work, your regional Jacobs’ representative is available to talk at your convenience. Let’s talk soon! *One other note, we are releasing a series of Technology Briefs over the coming months that will provide an in-depth look at what we are working on. Be sure to download them as they become available. http://www.jacobsvehiclesystems.com/news-events/iaa-international-motor-show-2014/ .