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Scrambling for cash In a bid to raise at least $500 million to keep its core North American business going, Navistar has been largely trying to liquidate its global operations with the exception of Australia and Russia*. * Only 11 dealers in a vast country and an office in St. Petersburg. Sales are now limited to the ProStar, with 9800i distribution having been discontinued there. MAN is furious with Navistar for breaking their contract agreement and selling the license-built 12.4-liter MAN D26-based MaxxForce13 outside of the U.S. in Russia and other MAN markets. In February 2013, Navistar sold its 49 percent stake in its Indian joint ventures (Mahindra Navistar Automotives Ltd. and Mahindra Navistar Engines Pvt. Ltd.) to partner Mahindra for a total of US$33 million, after having jointly invested in the design of a new heavy truck range (http://www.mahindratrucksandbuses.com/trucks.html). Navistar also sold its Monaco recreational vehicle business, Garland, Texas severe-service truck plant (the former Marmon truck assembly facility - http://www.bigmacktrucks.com/index.php?/topic/28070-trucking-news-navistar-to-close-garland-truck-plant/),and this year the assets of it Continental Manufacturing subsidiary (the EZ-Pack refuse body and ready mix units - http://www.bigmacktrucks.com/index.php?/topic/37119-commercial-specialty-truck-holdings-acquires-continental-mfg/). Now, Navistar is searching for interested parties to either partner with (and accept the major financial burden) or takeover the company’s Brazilian operations including truck sales and assembly, and the MWM diesel engine producing subsidiary. The History of International in Brazil International Harvester sold its Brazilian operation to Chrysler in 1966 and walked away from the market (Volkswagen took over Chrysler’s truck plant in 1980 and became the region’s leading truckmaker). Renamed Navistar International in 1986, the truckmaker returned to Brazil in 1998.............and walked away again in 2002. Navistar returned again in 2010 under the NC2 banner, which was planned as a CAT-Navistar joint venture that would be responsible for global truck sales. However for reasons yet to be disclosed, CAT and Navistar decided to dissolve NC2 just one year later in 2011. From 2012, Navistar would become wholly responsible for producing the trucks, and they would be sold through respective CAT or Navistar global dealers. CAT would remain involved in the design of its self-branded truck models. With a come and go tradition combined with confusion over the quickly evaporated NC2 brand, it’s no wonder that most Brazilian truck operators walk past the handful (eleven) of Navistar truck dealerships. Navistar’s activity in Brazil includes the MWM diesel engine business and CKD assembly of 9800i and 4400i (DuraStar) series trucks. Now, Navistar is looking for a buyer. MWM in Brazil (MWM Motores Diesel SA) was founded in1953 by WMF (Württembergische Metallwarenfabrik), Knorr-Bremse and MWM gmbH (Motoren-Werke Mannheim). This MWM, shall we say MWM Europe, was acquired by CAT in 2010. MWM (Brazil) was purchased by Klöckner-Humboldt-Deutz AG (KHD) in 1985, and sold to Navistar International in 2005. Brazilian truck market share: Volkswagen (MAN) 27% Mercedes-Benz 25% Scania 13% Volvo 13% Ford Truck 13% Iveco 7% Other 2% (Includes Navistar, DAF, Agrale, Foton, JAC, Shacman and SinoTruk) In 2012, Navistar moved 9800i COE production out of the Agrale plant in Caxias do Sul where it had been renting space since 1997, to save money and squeezed production into the company’s Canoas facility. Canoas was originally built in 1999 at a cost of $25 million under the Maxion-Navistar joint-venture as an engine plant (Navistar bought out Brazilian engine maker Maxion in 2001). The factory produced 7.3 liter Powerstroke engines for U.S. market F-Series trucks Currently, Canoas is a parts distribution center (PDC), cab, truck and small diesel engine assembly plant all squeezed into one. To give you an idea of size, Navistar’s Canoas plant employs 700 people, while Volvo’s Sao Paulo facility has 4,500 people. In addition to the Canoas plant, the main MWM-International engine plant is located in Sao Paulo, plus a small engine plant in Cordoba, Argentina. Unlike other truck and component manufacturers including Cummins, M-B, Scania, Volvo and Volkswagen which wisely located their plants around the coastal ports cities of Sao Paulo and Rio de Janeiro because of their convenient logistics infrastructures, Navistar’s Canoas plant is essentially far out in the middle of nowhere. FYI: The 9800e* and 9800i** are the predecessors of the U.S. market 9700 axle-back COE that, in addition to the 9600 axle-forward, was originally launched in 1981. 9800e 6x4 tractor ISX400 axle-back flat-roof http://www.internationaltrucks.co.za/files/NC2SouthAfrica/assets/pdf/9800e_Spec_Sheet.pdf 9800i 6x4 tractor ISX470 axle-back raised-roof http://www.internationaltrucks.co.za/files/NC2SouthAfrica/assets/pdf/9800i_Spec_Sheet.pdf For the global market, Navistar was planning to replace the 9800 series with a refined version of their new Indian market Mahindra-Navistar model MN49* tractor (now renamed Mahindra Traco 40-260) and use the name AeroStar*. Navistar announced plans to produce the Aerostar in Brazil by 2013, while telling South African customers in 2011 that the 9800 would remain in production until 2017. Though the 9800 is dated, the low-end made-for-India MN49 was entirely inappropriate as a 9800 replacement for markets like Brazil and South Africa where it would have to compete with DAF, Iveco, Mercedes-Benz, MAN, Scania and Volvo. Trying to adapt the MN49 was a cheap way out for Navistar, rather than investing in a new world-class COE that could actually compete (Does Navistar even still have the engineering talent to design a premium COE?). Navistar’s sale of its Mahindra stake in 2013 terminated the Aerostar plan, so the 9800 will remain in production..........for now. . * http://www.mahindranavistar.com/Pager-PDF-two/MN49_brochure.pdf http://www.mahindranavistar.com/corporate/Corporate%20Brochure.pdf **

This is not a quick topic to run through. Compared to the design of the European trucks, US trucks are in many ways a decade or more behind. But there’s more to the story. If any of you had attended the 2014 IAA int’l truck show in Hannover, you would feel as though you had transported into the future. US customers want the latest technology, but they also want a low purchase price, and low parts prices. And hence, the trucks sold today in America are extreme pricing compromises on wheels. This is the reason we have cheap throw-away trucks today. There’s minimal means to reduce the costs of technology for meeting EPA2010, and use the same engine platforms as Europe, so the truck has to be cheapened elsewhere in order to meet the American price-point. The European trucks are not priced out of this world, but they do cost more. However, the efficiency, fuel economy and comfort benefits offset the higher cost. I don’t consider the European trucks to be overly complex, rather I consider them to be cutting edge design. They have the advanced trucks.........we don’t. And that’s because we don’t want to pay up for it. And yet having said that, the European truckmakers (particularly Scania) are brilliant at using modular design to streamline production (along the lines of your thoughts, “keep it simple” as much as possible). The European truck, in reality, is more properly termed the global truck because they are operated around the world. American trucks for many years now have had significantly less global presence. From World War II thru the 1980s, the American truck was the world’s benchmark. But during the 1990s, the European truckmakers passed us. The European market is intensely competitive and fast moving. I can’t emphasize that point enough. And that atmosphere forces innovation...........to ensure survival. The work ethic at the European truckmakers significantly more intense than our own, and as their R&D capability matured and passed us to become the world's dominant truckmakers. The American truckmakers didn’t pay adequate attention to the evolving competition to be reckoned with in Europe, and all but two fell victim to these capable overseas aggressors. Now, most of the trucks on the roads of America are produced by European truckmakers who proved to be savvier in our own US truck market than we are (a painful and humiliating reality). The US truck market is now one of the global battlefields for global domination, with Daimler and Volvo dominating US sales. And I expect VW to enter the fray here sooner than later. Paccar made a good gamble in buying DAF when it was floundering. But make no mistake, today it's battle-hardened European DAF management that is making the company successful. It would certainly be heartening to see U.S.-owned truckmakers take back the U.S. truck market, but I doubt now that we'll ever see that day.

Trucks. Power. Performance. Press Release / February 12, 2015 Thursday, 19 March to Saturday, 21 March 9 am – 5 pm at the MAN Truck Forum, Munich It's Trucknology® time again, and we've pulled out all the stops for you, opening the Trucknology® RoadShow 2015 with the presentation of our brand new MAN demonstration fleet, plus plenty of other truck highlights. See for yourself what we can achieve these days in terms of power and efficiency – up close and live, and discover all the advantages of our trucks, including the very latest in system and transport solutions. Here is a quick overview of what you can look forward to at the three-day event in Munich: Truck product show and test drives The latest vehicles for construction, heavy-duty, long-distance, distribution transport, and agriculture and forestry applications will all be there, ready and waiting for you. Check out how our new D38 engine performs in heavy-duty and long-distance transport and see how-well designed MAN trucks can meet the demands of these different applications. Along with plenty of our own MAN experts, there will also be over 80 renowned partners from the body manufacturing and supplier industries to provide advice and answer your questions about all the latest developments.Special exhibition: Municipal MAN's amazing track record in the field of utility vehicles.MAN Trucks to go Discover the benefits of our brand new trucks, bodied, complete and ready for the road.Product demonstrations Watch exciting demonstrations showing the advantages of our truck products and up-to-date transport solutions for a wide range of applications.Industry presentations Lecture series with our experts providing useful information about the D38 in long-distance haulage and heavy-duty transport, EfficientLine 2 and TeleMatics®.Classic trucks Something for fans of classic vehicles to look forward to: discover the tradition and passion behind MAN products. 'Rudolf Diesel' will take you on a journey through time, back to the very beginnings of the first MAN diesel truck in 1924.Entertainment An extensive events programme led by Jean-Pierre Kraemer and Sidney Hoffmann, presenters of Germany's popular TV motoring magazine, "PS Profis". You can also explore the world of MAN with a factory tour, featuring a varied programme for young and old truck fans alike. Catering facilities available.For more information: http://www.truck.man.eu/global/en/fascination-and-technology/man-truck-forum/branchen-competence-center/man-trucknology-days/Trucknology-Days.html

Heavy Duty Trucking / February 12, 2015 Analysts at GE Capital compiled a list of expected trucking industry trends for 2015. GE highlighted expected outlooks for Freight, Equipment and Rates and Capacity. The analysts believe that carriers were benefitting from an ideal supply and demand environment entering 2015 with profits strengthened by freight trends, pricing leverage due to tight capacity, and lower fuel prices. They also expect the trucking industry to be affected by challenges in 2015. Driver turnover is at a historically high level in the long-haul market. There are operating inefficiencies due to regulatory mandates, driver shortages and pressure to improve driver compensation and benefits. The freight outlook for the year is positive with new construction activity, light vehicle sales and retail sales continuing to drive freight tonnage. Demand in all these segments is expected to benefit from a modest hike in domestic GDP growth during 2015. GE analysts expect energy production to be a potential negative for freight given a sharp decline in crude oil prices but overall, they expect the lower fuel prices to counteract this and benefit trucking in the long run. They expect an upward bias in interest rates with the Federal Reserve potentially tightening in 2015 but don’t believe it will pose a significant threat to the primary drivers of freight tonnage as long as the increases come gradually and are reflective of a steadily growing economy. However a significant spike in interest rate volatility could present a challenge to positive tonnage market. GE’s outlook for equipment production and sales is that it growth will slow relative to 2014 in the medium and heavy duty truck markets but should remain positive during 2015. Much of this is due to the huge boost that came towards the end of 2014 continuing into the beginning of this year, with analysts saying that it is unrealistic to expect that pace to continue through this year. They noted that while lower fuel prices have decreased the demand for newer, more fuel efficient trucks, the market will remain positive as fleets continue to order new vehicles to alleviate capacity constraints and to stem driver turnover. Freight rates are expected to be moderate this year as all the new trucks that were ordered in 2014 relieve some of the strain in capacity. However, the difficulty of new market entrants due to stiff regulations, driver shortages, and liability and insurance costs will prevent the industry from increasing capacity enough to completely meet the demand. In addition to that, upward pressure on driver wages and benefits will help to justify higher freight rates despite the decrease in fuel surcharges.

FYI: A simlar offer was available for Peterbilt buyers for year 2010.

Heavy Duty Trucking / February 12, 2015 Kenworth and PACCAR Financial are offering an extended warranty program for U.S. customers purchasing new Kenworth Class 8 trucks financed through PACCAR. Customers may receive a 3-year/300,000-mile basic vehicle extended warranty by choosing PACCAR Financial to finance a new Class 8 Kenworth truck with a basic vehicle warranty. The offer is available on Kenworth trucks ordered between January 1, 2015 and December 31, 2015, and is financed by PACCAR no later than March 31, 2016. “Qualifying Kenworth Class 8 customers can benefit by receiving an additional two years and 200,000 miles of warranty coverage valued at $3,200,” said Jason Skoog, assistant general manager for sales and marketing at Kenworth. There is a maximum quantity of 20 units per customer. To find out more contact a Kenworth dealer or PACCAR Financial office.

Commercial Carrier Journal (CCJ) / February 12, 2015 Stemco, a manufacturer of wheel end, braking and suspension components, has acquired ATDynamics, Inc., a maker of aerodynamic devices and fuel efficiency-related products. ATDynamics will become part of Stemco’s Innovative Tire & Mileage Solutions group, which includes the company’s Aeris automatic tire inflation systems. “The acquisition of ATDynamics aligns with our strategic direction to assist our fleet customers in improving fuel efficiency and increasing tire life,” said Todd Anderson, president of Stemco. “It continues to build a solid platform from which we can offer a more complete line of aerodynamic products.” ATDynamics’ TrailerTail technology streamlines the airflow around a semi-trailer and mitigates the low-pressure suction drag that reduces fuel efficiency and creates turbulence. The ATDynamics EcoSkirt also works to improve tractor-trailer fuel efficiency by reducing aerodynamic drag that occurs under the trailer, where air hits the trailer’s rear axles. Both products increase safety by stabilizing the vehicle, reducing driver fatigue and reducing road spray in wet conditions. “I am especially excited to unite the talented team at ATDynamics with the Stemco family, expanding the portfolio of products we will now be able to offer, and growing the opportunities for innovation targeted at increasing safety, reducing fuel consumption and tire wear, and reducing pollutants,” said Bob Montgomery, vice president of Stemco’s ITMS group, who will lead the combined business. .

Once in a while, the veil is lifted.

Land Line Magazine / February 9, 2015 Several truck makers are urging a federal judge in Delaware to deny class certification of an antitrust lawsuit filed by trucking companies that purchased Class 8 trucks equipped with Eaton transmissions. The plaintiffs allege that several Class 8 truck makers entered into exclusive contracts with Eaton Corp., the largest supplier of Class 8 truck transmissions, in exchange for lucrative rebates and incentives. However, the plaintiffs claim the rebates and incentives offered to the truck makers were not shared or passed through to the purchasers of the trucks. The plaintiffs say the exclusive agreements limited their choice of transmissions and eliminated a competitive check on pricing. They are seeking class action status for all persons and entities in the U.S. that purchased Class 8 vehicles that contained Eaton's truck transmissions beginning in Oct. 1, 2002, until the present. The defendants in the lawsuit include: Eaton Corp, Daimler Trucks North America, Freightliner, Navistar International, International Truck and Engine, Paccar, Kenworth, Peterbilt Motors, Volvo Trucks North America and Mack Trucks. The lawsuit was filed by Mark Wallach, who was the Chapter 7 trustee for Performance Transportation Services, which includes several other subsidiaries. Before seeking Chapter 7 bankruptcy protection in 2007, the Performance Transportation claimed to be the second largest transporter of new automobiles and light trucks in North America. The motor carrier claims that it purchased Eaton transmission equipped trucks from one or more defendants. “As a result of these purchases, (Performance Transportation Services) sustained injury and was damaged by reason of the antitrust violations alleged in this complaint,” the court documents states. Other trucking companies have since joined the action, stating that they also were also harmed because of Eaton’s alleged long-term agreements with major truck makers. The lawsuit stems from a suit originally filed by ZF Meritor, a joint merger of ZF Friedrichshafen AG and Meritor Inc., against Eaton in 2010 for alleged anticompetitive practices in the heavy-duty truck transmission market. In June 2014, Eaton agreed to pay the two companies $500 million.

Commercial Carrier Journal (CCJ) / February 11, 2015 A federal rule that would require all new trucks to come standard with electronic stability control systems has been sent to the White House’s Office of Management and Budget for its stamp of approval. The rule, which came from the National Highway Traffic Safety Administration, is designed to help mitigate rollover and loss-of-control crashes, according to the synopses from NHTSA. “Rollover and loss-of-control crashes involving heavy vehicles is a serious safety issue that is responsible for 304 fatalities and 2,738 injuries annually,” NHTSA says. “They are also a major cause of traffic tie-ups, resulting in millions of dollars of lost productivity, and excess energy consumption each year.” A proposed mandate was published in 2012, and the agency accepted public comment for 90 days. The rule sent to the OMB this week is the Final Rule, and it will take effect two years following its publication in the Federal Register. NHTSA projects the rule will cost about $113 million per 150,000 trucks produced — based on 2012 figures.

Truck News / February 3, 2015 Trucks are often blamed for traffic jams. Large cities need food, beverages and other products to be vibrant and alive in the downtown core. But long trucks designed for highway use are not ideal for inner-city use. An example of a company that found a solution was Molson Coors. In 2005, when some councillors were suggesting restricting truck traffic in Toronto, Molson Coors asked for a truck-trailer design to properly get in and out of urban areas and deliver 60,000 lbs of payload. The trailers were designed in Toronto and have been running smoothly and efficiently throughout the local area ever since. When people suggest throttling back truck traffic, which can reduce the supply of vital products efficiently flowing into large cities, it is worth noting that many companies are taking the initiative to find better ways to service an urban area. This is one example of many. The truck trailer is 43-ft. long instead of 53-ft., meets Ontario’s Safe, Productive, Infrastructure Friendly (SPIF) regulations for heavy payloads of beverages, gets around tight city corners far better than common trailers and can get in and out of locations with minimal impact on local traffic. To carry that weight and turn tight corners, a 3/8” thick coupler with a kingpin at 36 inches was used and the fifth wheel slid ahead to 24 inches. To avoid having the tractor rear frame rip out trailer cross-members on steep downhill ramp turns, the area behind the coupler was made higher than the coupler and without sharp points to catch. That setting also forced the landing gear to be moved farther back, which triggered the need for an anti-nose dive safety leg at the front to avoid tipping when heavy pallets are forklift-loaded to the front wall. To save weight and provide good overhead clearance, the roof was lowered a foot which necessitated adding a catch to hold the roll-up door up high enough to avoid being clipped by a forklift mast. Small but important details to avoid downtime. A 60-inch spread with a 14,000-lb front axle was used on the day cab tractor. An extra 2,000 lbs of payload would have been possible with a 72-inch spread but the 60-inch spread was better for sharp turns and payload was sufficient. Andy Walker, Ontario distribution manager, Molson Coors, has a supply of 48-ft. vans and 53-ft. vans with quads for heavy long trips but finds that running a straightforward shorter tandem can have wider use than only for the downtown. “We found that these trailers are not only efficient for the city but because they can safely carry a 60,000-lb payload, they can be used to service a wider area – even as far as Orillia. The 43-ft. has also been able to serve tight spots that previously required a B-train and the extra time to split and recouple,” Walker says. Maneuvering around the city’s older areas can be brutal on equipment. Molson uses Ryder to keep equipment running smoothly. Brian Edwards, manager, technical sales support at Ryder System, adds some tips: “With the hard twisting, odd slopes, extra braking and frequent load/unload cycles, it is important to be rigorous on servicing and do frequent careful inspections of the complete unit.” He adds “Custom units do not have a wide resale market so it makes good sense to work closely with the service provider to pick spec’s for a long term to get the best value on life-cycle cost.” Many other companies have developed custom trucks and trailers to function smoothly in older downtown areas. In fact, most fleets who regularly service the downtown core have developed maneuverable designs and are not likely to have one of their units causing traffic problems. However, there will still be cases where a dispatcher unfamiliar with a certain area will send in a driver with a 53-ft. trailer and a sleeper cab only to put the unfortunate driver into an awkward position for all involved. Some of those slips will continue to happen but it makes excellent business sense to be aware of the docks and areas where drivers are being sent and to use the right tool for the job. Everyone wins. Looking towards the future, after improving traffic issues, there is now potential to make trucks even more urban-friendly by reducing noise, thanks to natural gas engine technologies. “The refuse industry is taking advantage of using natural gas to lower fuel costs with the added benefit of dramatically lower noise levels (one-tenth of a diesel). It is a pleasant surprise for residents who expect a truck to be noisy,” notes Jeff Campbell, director of marketing, Cummins Westport in Vancouver. “The ISX12 G, 12-litre natural gas engine is a good match for urban deliveries of up to 80,000 lbs GCVW.” As the technology improves, innovative companies are finding more efficient ways to service the market. Awareness of business opportunities like this is a natural and efficient way to help the trucking industry serve urban areas. .

Let's be clear here. Like most truckmakers worldwide, Volvo purchases the Bosch DeNOxtronic SCR system (http://www.bosch-mobility-solutions.de/specials/de/abgasnachbehandlung/en/subpage/Denoxtronic_2.html). And, Volvo (Mack) purchases their DPF from Eberspacher. So does Daimler (Freightliner, Western Star). Eberspacher is extremely good (http://www.eberspaecher.com/en/exhaust-technology/commercial-vehicles.html). So your accolades belong to Bosch and Eberspacher, rather than Volvo. America's Tenneco is now supplying aftertreatment to Scania though, a diesel oxidation catalyst (DOC), diesel particulate filter (DPF) and selective catalytic reduction (SCR) system all packaged into a single module (Scania's core truck design philosophy is all about optimized design). It's astounding that Volvo (Mack brand) trucks still do not use common rail fuel injection.

FWD Model 8-320 B Teracruzer .

FWD produced several different Teracruzers. This is a Model 8-320 B. It used a PE 200 "Continental Packett" 4-cycle 8-cylinder opposed piston air-cooled engine developing 250 horsepower at 2,800rpm. An Allison TX-340 semi-automatic 4-speed transmission drove the two bogies thru an FWD-built central differential. The air pressure of the 40x42 inch Goodyear Terra-Tires could be adjusted between 3 and 18 psi from within the cab. Cruise speed was 40mph, and it could climb a 60 percent slope at 2.5mph. It was designed to pull a missile trailer carrying a 40 foot long Martin TM-61 Matador land-based missile which operated at 35,000 feet and 650 mph, or the Martin TM-76 Mace.

The former Mack Trucks believed in offering glider kits. Volvo however does not.

In inches....... A standard CH600 frame rail was 10.0 x 3.38 x .24" (straight rail design) Optional was 10.16 x 3.46 x .31" The standard MH600 and RW600 (at the rear behind the spread) was 9.37 x 3.31 x .24" The optional MH600 and RW700 (at the rear behind the spread) was 10.8 x 3.4 x .39" The CL600 (at the rear behind the spread) was 9.37 x 3.31 x .24" The CL700 (at the rear behind the spread) was 10.8 x 3.25 x .39"

The DD13, DD15 and DD16 (M-B OM471, OM472 and OM473) are irrefutably the best powerplants available in the US market today, and superior to the Volvo engine in the Mack. Thus, if you buy the Mack brand truck, you're not getting the best value engine wise with regard to fuel economy, performance and durability.

The set-forward axle Pinnacle Rawhide Edition would be Coronado equivalent. However, the mid- and high-rise sleeper opening begins behind the driver, rather than at the front windshield on a Freightliner, resulting in less move-around interior space. And the cab isn't as wide. It feels cramped when compared to the Freightliners you run. This is one reason the Mack brand has not been very successful in this segment. http://www.macktrucks.com/~/media/files/brochures/mack_highway_brochure.ashx?as=1&sc=1 And if you like air ride, you might be limited to the convoluted Volvo-design "Twin Y" air suspension. To date, it's been a sales disaster.

Press Release / February 19, 2014 Walmart Canada's Supercube is a 60-foot, 6-inch trailer combined with a COE tractor and drome box. It allows Walmart to ship up to 40 percent more merchandise compared to a standard 53-foot tractor-trailer combination. The company says it reduces transportation costs by 24 percent, and greenhouse emissions by 14 percent. For more information: http://www.bigmacktrucks.com/index.php?/topic/34233-wal-mart-to-expand-test-use-of-supercube-concept-in-canada/?hl=wal-mart

The U.S. Department of Energy / December 24, 2014 TransPower ElecTruck, the Class 8 pure battery-electric tractor with a 60 to 120 mile range under normal operating conditions, with a GCWR of up to 80,000 pounds. Video: Reference: http://www.bigmacktrucks.com/index.php?/topic/35887-transpower-unveils-their-latest-generation-electric-heavy-truck/?hl=transpower

The new Ginaf HD5395TS was recently shown to the press. It's certainly a very professional application of Ford's "Cargo" heavy truck cab. Specifications: Engine: Cummins QSX15 Engine power: 449 kW (610 hp) at 1900 rev / min Engine size: 14.9 liters Transmission: ZF AS Tronic 12AS3141TO with GINAF HD Mining Shift software Engine brake: 360 kW at 2300 r / min + ZF Intarder 600 kW Front axles: 13 tons Sisu (2x) Rear axles: 23 tons Sisu (3x) Suspension - Front axles: parabolic springs with four bellows per axle Suspension - Rear axles: HD HPVS hydropneumatic Tires: XZL Michelin 395 / 85R20 Maximum travel speed: 69 km / h (empty limited to 60 km / h, loaded 40 km / h) Fuel capacity: 400 liters Trailer: KH 32 m³ (water content) Dump body cycle times: 29 seconds Load capacity: 70,000 kg Curb weight: 25,000 kg .

Press Release / February 9, 2015 Scania application engineers ensure the company’s marine and industrial engines are perfectly married to the equipment of customers. Training days that put these professionals into real-life situations ensure that their skills are up-to-date and of maximum benefit. It’s a grey autumn day in Sweden’s capital city Stockholm and in the coastal suburb of Dalarö the temperature is sitting just above zero. But down in the engine room of the Swedish Sea Rescue Society vessel Björn Christer things are toasty and warm. A group of six application engineers are gathered around the boat’s twin Scania engines and Max Lindqvist, Lead Engineer, Marine & Power Generation Engines, is explaining the latest methods for assessing engine performance. “The boat belongs to the Swedish sea rescue society and they have been very kind to let us undertake training on their boat,” Lindqvist explains later during a break. “It’s equipped with two Scania V8s with 1,000 horsepower each that makes it run at 35-36 knots. So it’s quite a fast vessel.” Outstanding engineers A total of 20 application engineers from Scania distributor across the globe are involved in this week’s training, with participants coming from as far afield as Australia, Burma, Lebanon and Brazil. Lindqvist explains the idea behind the training is educate outstanding engineers from each market so that they can return and share their knowledge with colleagues, thus inspiring excellence. Scania aims to stage such events every two years or so, so that the most up-to-date knowledge makes its way to the marketplace. The training component on-board the Björn Christer involves assessing how efficiently the power generated by the vessel’s Scania engines is being transferred to the water jets. “We conduct physical tests, run the engine, log data and draw diagrams showing how the engine interacts with the propulsion system,” says Lindqvist. After examining the engine physically, the group heads up to the main deck where a laptop computer has been connected to the vessel’s engine control unit (ECU). The computer has been fitted with SDP3, Scania’s PC -based diagnostics application software for engines. As the group huddles around the screen, a long list of engine performance variables is continually updated. The boat’s pilot then increases engine speed in 100 rpm increments, allowing the engineers to assess performance at various stages of load. After examining the data Lindqvist is able to declare that the engine is operating efficiently. “It’s pretty good,” he says. “It’s a close match to the rated speed. We’ve also looked at acceleration performance and the engine revved up really well.” “Makes it more real” As well as training on-board the Björn Christer, engineers will today attend lectures on the features of engine control units and on marine power definition. Tomorrow the work will focus on topics including power generation and vibration assessment. Dean Rippon, an application engineer from the UK, who took part in the training says getting out in the field has real advantages for learning. “It makes it more real life,” he says. “As well as sitting in the classroom talking about the theory side, we also do the practical side, actually being on the boat and experiencing it first hand.” Rippon says there are multiple benefits to attending such training. “You’ve got to keep up with the latest technologies and talking to people from other markets also helps. It brings great value to the customer they can see that we’re experienced in what we do we can approach it more professionally.” Michael De Clercq, an application engineer from Belgium, says it’s crucial that customers get the best installation possible for their engine. “It’s important because we are selling a premium product,” he says. “We need to make sure that the engine is installed in a good vessel, and that the installation performs to the same high standard as the engine itself.” For more information: http://newsroom.scania.com/en-group/2015/02/09/inside-scanias-floating-classroom/

I can tell you that side underrun protection does not cost the customer US$3000 on a Scania tractor or rigid. In fact, the total cost of front, side and rear underrun protection does not cost the customer even half that. The $3000 figure noted here represents a vendor milking the situation. Example: Side underrun protection on an Iveco Eurocargo rigid: http://www.tecnove.com/wp-content/uploads/2012/10/Image319.jpg Example: Side underrun protection on a B-Double (aka. Interlink, B-Train): http://www.primemovermag.com.au/images/uploads/trailer/articles/TM0410-Tieman-1.jpg

Heavy Duty Trucking / February 9, 2015 Allison Transmission Holdings Inc. on Monday reported gains in both profit and revenue for the final quarter of last year and for all of 2014. Net income totaled $50.5 million in the final quarter compared to $42.9 million a year earlier, or diluted earnings per share of 28 cents versus 23 cents. Net sales on the fourth quarter were $544 million, an 11% increase from the same period in 2013. The increase in net sales was principally driven by the continued recoveries in the North America on-highway and off-highway end markets, and higher demand in the service parts, support equipment and other end market, partially offset by lower demand in the outside North America on-highway and North America hybrid-propulsion systems for transit bus end markets, according to the Indiana-based maker of transmissions for medium-duty and heavy-duty vehicles. For all of last year, Allison had net income of $228.6 million compared $165.4 a year earlier, or diluted earnings per share of $1.25 compared to 88 cents during the same comparable time periods. “Our fourth quarter 2014 results exceed the guidance ranges we provided to the market on Oct. 2,” said Lawrence E. Dewey, chairman, president and CEO. “Allison continued to demonstrate strong operating margins and free cash flow while investing in growth opportunities despite challenging conditions in the outside North America end markets.” North America on-highway end market net sales were up 22% from the same period in 2013, principally driven by higher demand for Rugged Duty series models and flat on a sequential basis due to higher demand for Highway Series models, according to the company. Allison said outside North America, on-highway end market net sales were down 24% from the same period in 2013, reflecting weakness in China’s bus and the European truck market, and down 11% on a sequential basis due to lower demand in China’s bus and truck markets and Japan’s truck market. The company’s service parts, support equipment and other end market net sales were up 13% from the same period in 2013 principally driven, it said, by higher demand for North America off-highway service parts, and down 4% on a sequential basis due to lower demand for North America on-highway service parts consistent with seasonal aftermarket activity levels and global on-highway support equipment commensurate with decreased transmission unit volumes, partially offset by higher demand for North America off-highway service parts. Allison expects 2015 net sales to be in the range of flat to down 5% compared to 2014. “Our 2015 net sales guidance reflects a cautious approach given the heightened level of uncertainty and the lack of near-term visibility and confidence in the global Off-Highway end markets,” the company said in a statement. “Allison's 2015 net sales outlook also assumes a continued recovery in the North America on-highway end market, previously considered reductions in U.S. defense spending, continued weakness in the outside North America on-highway end market and lower demand for North America hybrid-propulsion systems for transit bus due to engine emissions improvements and non-hybrid alternatives” While Allison did not provider specific first quarter 2015 guidance, it does expect first quarter net sales to be higher than the same period in 2014. “The anticipated year-over-year increase in first quarter net sales is principally driven by higher demand in the North America on-highway and off-highway end markets, partially offset by previously considered reductions in defense net sales and lower demand in the North America hybrid-propulsion systems for transit bus end market,” the company said.

Heavy Duty Trucking / February 9, 2015 New York City will begin adding side guards to 240 of its medium-duty trucks that will prevent a pedestrian or cyclist from being caught under a vehicle during a collision, Mayor Bill de Blasio has announced. The initiative, which is part of the city's Vision Zero program, will initially bring side guards to 18 trucks; the city will retrofit the remaining 222 by the end of the year. The city operates a fleet of more than 27,000 vehicles. "When we change the way we do business like this, it changes our streets for the better," said Stacey Cumberbatch, commissioner of the Department of Citywide Administrative Services. "DCAS is working in partnership with City agencies to improve safety for the public and our drivers including installing these life-saving side guards." The city moved forward with the installation of the side guards after cyclist Hoyt Jacobs — a 36-year-old poet and Queens College adjunct professor — was struck and killed in Long Island City by a sanitation truck Jan. 17, said Council Member Ydanis Rodriguez. "Last month, in response to the first cyclist death of 2015, I called upon our Mayor to install side guards on the City truck fleet in order to end these preventable accidents," Rodriguez said. The guards cost about $3,000 each to purchase and install. "Side guards have a proven record of preventing fatalities and injuries on the road and are a worthy investment of tax-payer dollars," said Council Member Julissa Ferreras, who chairs the finance committee. The department began studying whether to install the guards in May, when it began a partnership with the Volpe Center at the U.S. Department of Transportation. The research included a review of international standards for side-guard use and exemptions, according to a city release. Volpe Center officials reviewed each city department's specific equipment, and issued a final report identifying 4,734 trucks eligible for the side guards. Trucks with a gross vehicle weight under 10,000 pounds were exempted. As part of Vision Zero, DCAS has been tracking and analyzing collisions involving city vehicles. The city has expanded its defensive driving training and has installed telematics systems on city vehicles to better monitor driving behavior. FYI: The United Nations Economic Commision for Europe (ECE) Council Directive 89/297/EEC of 13 April 1989 mandates side underrun protection on heavy goods vehicles to prevent pedestrians, bicycle riders and motorcyclists from falling under the wheels of the heavy good vehicle when it turns. Front, side and rear underrun protection should be mandatory in the United States, The added costs is negligable, and the safety benefits irrefutable. It's an embarassment that the EU in this regard is 25 years ahead of the United States. .