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http://www.todaystrucking.com/western-star-presents-one-bad-ass-truck

http://www.truckinginfo.com/channel/equipment/video/detail/2014/10/supertruck-an-overview.aspx

Fleet Owner / October 17, 2014 The Hendrickson Vehicle Suspension Institute (HVSI) has announced the schedule of its next hands-on technical suspension training classes. Two separate sessions will be held from November 18 through November 20 in Bangor at the Eastern Maine Community College (EMCC). Each session includes classroom and hands-on training conducted by Hendrickson’s regional field service managers. Topics covered will include both truck and trailer suspension systems. The truck session will include HAULMAAX, PRIMAAX EX, and front steer axles while the trailer session will include VANTRAAX, trailer axle wheel-ends and brakes as well as Hendrickson’s TIREMAAX PRO tire-inflation system. Hendrickson said the HVSI program provides technicians as well as parts and service personnel with a basic orientation and hands-on experience for the recommended installation, service, maintenance, and repair procedures for all Hendrickson suspension systems. Hundreds of technicians from independent repair facilities, fleets, OE service dealerships and parts distributors have participated in the past sessions. “HVSI has proven to be a popular and effective hands-on and classroom technical training program,” said David McCleave, marketing & aftermarket director for Hendrickson Truck Commercial Vehicle Systems. “Participants get to interact with our trainers and obtain the ability to experience real time repair procedures. “We want our end users, technicians and parts specialist to have a great experience learning how to maintain our Hendrickson suspension systems,” he added. “HVSI enables that experience.” Click here for additional information about HVSI and how to sign up for upcoming sessions or phone Jose Cabral at 630-910-2836. .

Wired / September 30, 2014 FedEx runs such a massive operation—it uses more than 47,000 vehicles and nearly 700 aircraft to deliver about 4 million packages every day—that any systemic change it makes to cut down its carbon footprint can have major consequences. That’s why news that it’s using technology developed by a founder of Tesla Motors to make its trucks significantly more fuel efficient is exciting. FedEx is working with Wrightspeed, the Silicon Valley-based company founded and run by Ian Wright, who helped create Tesla in 2003. Wright is still all about electric mobility, but his new company doesn’t make cars. It makes electric powertrains to be retrofitted into existing vehicles. And it’s sold 25 of them to FedEx for a pilot program. The Wrightspeed conversion includes the installation of an electric motor to each drive wheel, and a battery pack. The truck—now an electric vehicle—can be plugged in to charge the 39 kilowatt-hour battery, which holds enough power for a 30 mile range. In addition to incorporating regenerative braking, Wrightspeed utilizes a diesel-powered Capstone* microturbine to generate electricity while on the road. The microturbine system, well suited for delivery trucks in stop-and-go traffic, doubles the energy efficiency of FedEx’s fleet. Because the microturbine is always running a consistent speed generating a constant amount of energy, it’s always operating at peak efficiency and inherently optimized for maximum reliability. A year ago, FedEx purchased two Wrightspeed units as a trial. They were delivered in December last year. FedEx “just loaded it up, assigned a driver, and sent it out,” Wright says. On Christmas Eve in San Jose, CA one truck delivered packages for 14 hours straight. “Their expectations were very low,” Wright says, but they started “using it like a regular trucks straightaway.” Clearly impressed by the new powertrains, FedEx has since placed an order for 25 more. http://wrightspeed.com/ http://www.capstoneturbine.com/news/video/view.asp?video=wrightspeed * http://www.capstoneturbine.com/prodsol/solutions/hev.asp Note: With the next generation of batteries on the horizon that will offer reduced size and weight combined with greater capacity, the potential of the microturbine as demonstrated here and in the Wal-Mart/Peterbilt research truck is increasingly vivid. http://www.bigmacktrucks.com/index.php?/topic/34734-wal-mart-unveils-concept-tractor-trailer/?hl=wal-mart . http://www.bigmacktrucks.com/index.php?/topic/35200-walmart-debuts-futuristic-truck-at-mats/?hl=wal-mart#entry240227 .

Press Release / August 20, 2013 Nissan to Equip Next-Generation Titan Pickup with New Cummins Turbo Diesel Engine At the kickoff of Nissan 360, Nissan announced it will offer a newly-developed Cummins V8 turbo diesel in its next-generation full-size pickup. Now in the latter stages of development and testing, the available Cummins 5.0L V8 Turbo Diesel engine has been optimized for the next generation Titan as a result of the partnership between Cummins and Nissan. Cummins also is developing a version of the engine for its commercial vehicle customers. "We have done our homework on the next-generation Titan. Truck owners told us there's a demand for the performance and torque of a diesel in a capable truck that doesn't require the jump up to a heavy-duty commercial pickup," said Fred Diaz, divisional vice president, Nissan Sales & Marketing, Service & Parts, Nissan North America. "There is no question that the new Titan will turn heads, and with the available Cummins 5.0L V8 Turbo Diesel, we expect to win new fans and attract buyers looking for this unique configuration." "We are very excited to partner with Nissan on the introduction of the Cummins 5.0L V8 Turbo Diesel to the North American pickup truck market," said Dave Crompton, vice president, Cummins Engine Business. "This new engine will offer the right balance of power, performance and fuel economy while delivering the dependability that customers expect of a Cummins engine. This will be a great package." With a torque rating in the mid-500s (lb-ft) and more than 300 horsepower, the Cummins 5.0L V8 Turbo Diesel will provide light truck customers the combination of towing capacity and mileage that is expected in the highly-competitive North American truck marketplace. The Cummins 5.0L V8 Turbo Diesel will be built in America's manufacturing heartland at the Columbus Engine Plant, in Columbus, Ind., Cummins headquarters. Like the current model, the next-generation Titan will be built at Nissan's Canton, Missisippi plant.

The new 2016 Nissan Titan will be unveiled at the North American International Auto Show (NAIAS) next January in Detroit. In addition to the 5.0-liter Cummins V-8 engine option, the next generation Titan will be offered in a broader range of model packaging options to include more base-level packaging for work truck buyers and contractors, as well as specific packaging for the diesel option with the Cummins engine that are meant to appeal to the expected buyer for that option. .

ProStar with 13-liter engine and Tremec transmission delivers performance for weight-sensitive applications Press Release / September 23, 2014 Navistar today announced it will offer the Tremec 10-speed manual transmission in its International ProStar model with the company’s 13-liter engine. Tremec offers a wide range of high torque-to-weight ratios designed for weight sensitive over-the-road and city applications. The pairing will also maximize payload for applications such as bulk haul. “Tremec transmissions are not only known in the automotive industry for a wide variety of high-performance cars, but Tremec components are used in transmissions throughout the commercial transportation industry,” said Jodi Presswood, general manager, Heavy-Duty Truck Product Line, Navistar. “This lightweight transmission reduces the weight of the vehicle while also providing our customers with yet another choice.” Navistar will offer four Tremec transmission options paired with the company’s 13-liter engine, available with 370-450 horsepower and 1,350-1,700 lb.-ft. torque for line haul and regional haul applications in the United States and Canada. The company also offers Tremec transmissions as an option in its ProStar with Cummins ISX15. http://www.tremec.com/anexos/MD-HD%20Condensed%20Specs%20Brochure.pdf FYI: In 1997, the Transmissions TSP subsidiary of Spicer SA, a joint venture between Dana (49%) and Mexico’s DESC (51%, now called KUO Group) purchased Dana Corporation’s medium and heavy transmission. This included the Spicer PRO-SHIFT and EASY-SHIFT transmission product (i.e. the Tremec 10-speed being mentioned here is the Spicer PRO-SHIFT). Both Mexican transmission maker Tremec (Transmisiones y Equipos Mecanicos) and Spicer SA were established as the result of a 1962 government mandate stating that from 1964, sixty percent of vehicle content had to be produced in Mexico. The Dana/DESC joint venture, Spicer SA, purchased Tremec in 1994, and Borg-Warner’s transmission business in 1996. Dana and DESC dissolved their joint venture, Spicer S.A. de C.V., in 2006 with Dana assuming 100-percent ownership of operations that manufacture and assemble axles, driveshafts, gears, forgings, and castings in which Dana previously held an indirect 49% interest. DESC, in turn, assumed full ownership of the Tremec transmission and aftermarket gasket operations in which it previously held a 51% interest. Along with exchanging its minority interest in the joint venture, Dana also made a cash payment of $19.5 million (USD) to DESC.

Trailer Tails, Longer B-Trains OK'd Today's Trucking / October 11, 2014 Longer B-trains, tridem-drive tractor recognition, and approval for full-length trailer tails... we've got 'em all. These are significant changes on the Canadian trucking landscape, now part of the federal/provincial/territorial Memorandum of Understanding on Interprovincial Weights and Dimensions (MOU). That's the agreement that sets national standards for the size-and-weight limits of heavy vehicles used in interprovincial transportation. It was initially established in 1988. Last week the Task Force on Vehicle Weights and Dimensions Policy, comprising officials from Ottawa, the provinces, and territories, approved an amendment to the MOU that will increase the allowable size of aerodynamic devices on the rear of trucks and trailers from 0.9 to 1.52 meters. That will soon allow full-length TrailerTails from ATDynamics, for example, to operate within all provinces. That's big, but that's not all. The Task Force also added the tridem-drive tractor-and-semi-trailer configuration as a new MOU category. And, bigger still, it agreed to increase the overall length limit for B-Train double-trailer combinations from 25 to 27.5 meters. The industry has been begging for that last one going back several years because it accommodates the use of longer-wheelbase tractors, which are now necessary to fit emissions-reduction equipment and things like LNG tanks. It might also reduce driver fatigue and improve driver comfort by allowing larger sleeper berths. And the Task Force also figures it will improve safety in collisions with wildlife because the addition of moose bumpers will be feasible. More than a few trucks have been spec'd long anyway, in spite of the regulations, so they'll now be legal. The wish for a tridem-drive tractor category is even older. The Task Force acknowledged that research and development of appropriate size-and-weight limits for a tridem-drive tractor was originally launched in western Canada way back in the early 1990's. Tridem-drive tractors are more than a little attractive to some sectors of the industry where heavy payloads are common and additional traction is needed. The configuration, after tons of research, is well understood , and the task force figures that all the testing and operational experience gained in western Canada will support national harmonization of standards for it. The approval of longer TrailerTails, which many people thought took too long in coming, was also the subject of considerable research, as the Task Force decided that the effectiveness and safety of rear-mounted aerodynamic devices had to be better understood. Late last year Transport Canada revised the regulations such that provincial and territorial authorities allowed the 0.9-meter extension, but that didn't help cross-border carriers quite enough. This new amendment will harmonize regulations in Canada with those in the United States and support the trucking industry in improving fuel efficiency and reducing emissions, said the Task Force. The next step is for each province to issue permits or defer enforcement in the short term until legislation is changed to align with the federal allowance for full-length TrailerTail devices. Ontario actually began a deferred enforcement policy for the longer length in August, and it's expected that the other provinces will follow more or less quickly with interim measures to do the same. ATDynamics, makers of the TrailerTail, figures this will mean up to $3 billion in fuel savings over the next decade, claiming that fleets using its AeroTrailer Packages see immediate fuel savings of 9-12 percent. The company says it has worked with Canadian and cross-border fleet customers since 2007 to get the required vehicle-length exemptions. The Task Force reports to the Council of Deputy Ministers Responsible for Transportation and Highway Safety. It was established in the 1988 MOU as the co-ordination mechanism for "identification, co-operative analysis, and development of recommendations for resolution of inconsistencies related to vehicle weight and dimension regulatory policies within Canada," in the Council's own words. It has responsibility for "Pursuing greater national and/or regional uniformity of policies, regulations, and enforcement practices for heavy vehicle weight and dimension limits within Canada" and "Representing Canada in regulatory harmonization discussions being carried out under NAFTA." Under the terms of the MOU, provinces and territories will allow vehicles that comply with the weights and dimensions described in the MOU to travel on a designated system of highways in their jurisdictions. Each one retains the authority to regulate vehicle size and weight within its own borders, but the MOU spec is effectively a minimum standard. It may or may not be coincidence, but a meeting in Washington, DC this past week was also rather significant in the relatively new effort to harmonize Canadian and American commercial and industrial regulations in general. It's a function of the Regulatory Co-operation Council (RCC), an initiative that was first launched almost three years ago by Prime Minister Harper and President Obama. The aim, of course, is to remove the sometimes absurd regulatory differences that exist between the two countries, making trade at least difficult, if not impossible. A few hundred people from both government and industry attended this meeting, and the Harper crowd says it's already seen results. Like the 'Common Electronic Submission Gateway' that allows industry to submit electronic applications to both Health Canada and the U.S. Food and Drug Administration for pharmaceutical and biological product approvals. And the sharing of test data used in creating vehicle safety standards. Why duplicate the work? A recent Canadian Press article by Alexander Panetta noted a couple of commercial areas and products that could use some harmonization help. Like child car seats, which must meet different standards in the two countries for no good reason -- there was simply no cross-border collaboration in the development of those standards. And how about lipstick, you ask? Well, if it has sun-screen protection built in, it can still be sold as lipstick in the U.S., while in Canada that extra component means that it's seen as a medical product. The result, says the CP article, is that in the U.S. getting it to market costs a paltry $700 compared to $700,000 here. With respect to transportation, the RCC is quite active. Its Joint Action Plan focuses regulatory reform efforts on surface, marine, and general transportation issues, trucks and trucking included. During 2012, says the RCC, its various transportation-related working groups co-ordinated the completion of quite a few work plans. Among them: existing and new motor vehicle safety standards; dangerous goods transportation; intelligent transportation systems; and rail safety. This kind of co-operation is more than a little welcome after decades of sometimes very obstructive trade policies, often at the state level. .

Today's Trucking / October 8, 2014 NEW DETROIT MEDIUM-DUTY ENGINES are coming from Daimler Trucks North America in 2016. Branded the Detroit DD5 and DD8, they'll push the vertical-integration idea as far as it can go at DTNA -- Detroit engines will be offered in the company's complete product portfolio. That means Freightliner, Western Star, Thomas Built Buses, and Freightliner Custom Chassis vehicles. The new engines are another example of what Daimler Trucks calls its 'Global Excellence Strategy' to have uniform production standards and processes worldwide. The development of the DD5 and DD8 is another example of Daimler’s international development effort, with global testing and validation being undertaken in both Europe and the United States, and series production in Europe since 2012.Introduced at the 2014 American Trucking Associations Management Conference and Exhibition in San Diego earlier this week, the new DD5 and DD8 engines were originally launched in Germany in 2012 as the OM 936 in 7.7 and 5.1-litre trim. First offered in the Mercedes-Benz Antos truck, they met Euro-6 emissions -- essentially the same as EPA 2010 -- and have outputs as high as 350 hp in European form. The OM 936 is a six-cylinder diesel with dual overhead cams and common-rail fuel injection. Output options have not yet been announced for North America. The engines will be initially built and shipped from Daimler’s powertrain facility in Mannheim, Germany with plans to manufacture them in North America in 2018. At the recent IAA show, incidentally, Daimler introduced the new natural-gas version of the OM 936 G 7.7 liter engine for use in its Econic vocational truck. Coming to North America? Not likely. .

Press Release / September 9, 2014 The Kamaz M1842 heavy tractor range was awarded Best Commercial Vehicle of the Year at the 2014 AUTOTRANS international commercial truck show in Moscow. The Kamaz M1842 (5490) long-haul tractor represents a significant step forward in design and technology for the Russia-based truckmaker. Its distinguishing feature is the Mercedes-Benz Axor-based cab designed jointly with Daimler AG. Power comes from a 12-liter 428 horsepower Euro-5 (EPA2007) *Mercedes-Benz model OM457LA engine mated to a ZF 16-speed manual transmission or optional ZF AS Tronic automated manual transmission (AMT). The M1842 4x2 heavy tractor is joined by the T2642 6x4 tractor and T2640 6x4 rigid (straight truck) variants. *Daimler Trucks began a strategic partnership with Kamaz, Russian Technologies and Troika Dialog in December 2008, when Daimler acquired a 10% stake in Kamaz. In November 2009, Daimler Trucks and Kamaz signed agreements for the establishment of two joint ventures. Daimler AG and KAMAZ each will own 50% of the first joint venture Fuso KAMAZ Trucks Rus, which is beginning to import semi-knocked-down (SKD) assembly kits of Fuso trucks from Japan in the first quarter of 2010. The trucks will be manufactured in Naberezhnye Chelny, where KAMAZ has its truck plant; the new company’s sales headquarters is in Kazan. Daimler AG and KAMAZ each also will own 50% of the second joint venture, Mercedes-Benz Trucks Vostok, which will initially build the heavy-duty Mercedes-Benz Actros and Axor trucks in SKD assembly also located in Naberezhnye Chelny. The sales headquarters for Mercedes-Benz Trucks and Buses as well as Setra Coaches in Russia will remain in Moscow. Truck production is scheduled to commence in the second quarter of 2010, while the sales operations already began in January 2010 via the new company Mercedes-Benz Trucks Vostok. .

Press Release / September 10, 2014 The PACCAR MX-11 Euro 6 engine has won the Truck Innovation Award at the annual Fleet Transport Awards 2015 in Ireland. The engine received the recognition because of its state-of-the-art technology, resulting in maximum reliability, high fuel efficiency and low weight for optimum payload. The 10.8 liter PACCAR MX-11 engine is offered in DAF’s popular CF and XF models and is available with outputs from 210 kW/286 hp to 320 kW/435 hp. “When developing the new six cylinder diesel engine, DAF started with a clean sheet of paper”, commented Jarlath Sweeney, chairman of the Fleet Transport Awards jury and editor-in-chief of the leading Irish magazine, Fleet Transport. “By integrating as many functions as possible and applying advanced technologies like double overhead camshafts and high pressure common rail fuel injection, the new PACCAR MX-11 engine is a great example of modern engine development, offering added value to the operator while meeting the stringent Euro 6 emission requirements.” “The new PACCAR MX-11 engine fits completely in the trend towards achieving high efficiency at lower displacement volumes”, said chief engineer Ron Borsboom, member of the DAF Trucks Board of Management. “Main development criteria where high performance, low weight and fuel consumption, as well as maximum reliability and durability and excellent uptime. We get excellent feedback on the PACCAR MX-11 engine from customers throughout Europe and we are honored with receiving the Truck Innovation Award, which is a great recognition.” .

Truck News / October 3, 2014 Canadian governments have come to agreement on policies regarding truck weights and measures and vehicle inspections. Federal, provincial and territorial ministers of transport approved three recommendations put forward by the National Task Force on Vehicle Weights and Dimensions Policy and known officially as the Memorandum of Understanding on Interprovincial Weights and Dimensions (MOU). According to the MOU, “provinces and territories will permit vehicles which comply with the weights and dimensions described in the MOU to travel on a designated system of highways in their governments.” The three changes are: 1. The addition of the tridem drive tractor/semitrailer configuration as a new MOU category 2. An increase in the allowable size of aerodynamic devices on rear of trucks and trailers from 0.9 metres to 1.52 metres (from 35.4 inches to 59.8 inches) 3. An increase in the overall length limit for B-train double trailer combinations from 25 metres to 27.5 metres (from 82 feet to 90 feet, 2 inches). There were three factors cited for increasing the length of B-trains. By giving them some added length, it should be easier to fit engine emissions equipment and alternative fuel systems. Fleets will be able to use the added length to accommodate moose bumpers to reduce the severity of impact when trucks collide with wildlife. The additional length can also be used to fit in larger sleeper berths and improve overall driver comfort in the cabin, thereby reducing driver fatigue. Updates to inspection criteria came about when the ministers endorsed changes to the National Safety Code (NSC), which sets out minimum performance standards, applying to all persons responsible for the safe operation of commercial vehicles. The Canadian Council of Motor Transport Administers promises to make the Revised National Safety Code Standard 11 on Commercial Vehicle Inspections by posting it on its website

Diesel News Australia / October 9, 2014 New sets of triple tankers have been introduced by Toll Group and are claimed to be the safest and most technologically advanced fuel tankers in Australia. The new tankers, set up in a BA triple configuration, use in-vehicle monitoring systems plus seeing-eye technology, outward-facing cameras, real-time satellite tracking, electronic braking systems and anti-roll technology. Toll Energy General Manager Glenn Benson explained the safety of Toll’s people and the communities in which Toll operates is a priority, and one that these new vehicles help to demonstrate. “Our focus on the safety of our vehicles out on the road is a key part of our safety commitment to our communities, regardless of whether they’re in urban, regional or remote areas,” said Benson. “We are proud to operate a fleet that enhances the safety of its driver and other road users, while at the same time improving the productivity of our operations and the service we are able to provide to our customers.” The new tankers have been acquired to handle the task of transporting crude oil from Mereenie, Northern Territory to Port Bonython, South Australia, as part of a contract with oil and gas producer Santos. Another first for Toll is the unique Indigenous artwork on the familiar green Toll background. The company says it is a visible reminder of their national approach to working with Aboriginal and Torres Strait Islander people and their communities offering job and community development opportunities. “For many years Toll has been engaging with Aboriginal and Torres Strait Islander communities throughout Australia in relation to training and employment opportunities, procurement of business and providing in-kind support,” said Benson. “We look forward to the continued support of our employees, local communities and customers such as Santos on our journey of Indigenous Australian engagement.” The original artwork design on the tankers was created for Toll’s Reconciliation Action Plan by Indigenous artist Marcus Lee to express the daily movement activities of the transport and logistics sector that Toll provides, while also representing the many and varied employment pathways on offer. .

Russian truckmaker Kamaz has launched a new incentive program effective from September 8th thru December 31st, aimed at promoting the replacement of older trucks and buses with newer vehicles offering cleaner exhaust emissions. Already, over 5,000 orders have been received. Kamaz is offering a discount of RUB 350,000 (US$8,722) to truck buyers who agree to completely scrap their current older truck. The customer must have owned the truck for 6 months or longer. Customers who elect to trade in their older truck will receive a discount of RUB 300,000 (US$7,476) towards the purchase of a new Kamaz truck. The Kamaz truck recycling program will be handled by the company’s global dealer network. Speaking of the Russian domestic market, Kamaz Executive Director Sergey Kogogin said, “Our data indicates that 730,000 of the 1.5 million trucks in operation are over 15 years. This is quite a high percentage. This program will accelerate the retirement of older trucks which do not meet current emission, environmental and safety standards”. .

Fleet Owner / October 9, 2014 Prime Inc. has ordered 2,500 Utility 3000R refrigerated trailers, Utility Trailer Manufacturing Co.announced. The order was handled by Utility Trailer Sales of the Ozarks. It is the largest single trailer order in Utility’s history. “Our focus on safety, efficiency, and sustainability were the major factors in this purchase. Our commitment to these principles is the pinnacle reasons for our partnership with Utility. It is a privilege to have them as a partner that understands our corporate philosophy,” said Paul Higgins, director of maintenance for Prime. Ozark Utility’s partnership with Prime began in 2009 with the purchase of 450 trailers. With the recent order, Prime has now purchased a total of 5,000 Utility reefer trailers from the dealership. The new trailers will be equipped to provide maximum fuel efficiency and added safety components, which includes Utility’s USS-120A-4 aerodynamic side skirt, optional air disc brakes, and a superior suspension system for increased roll stability. Utility will build Prime’s reefers in both of its Utah and Virginia factories.

Heavy Duty Trucking / October 6, 2014 Daimler Trucks North America expects steady growth in truck sales over the next couple of years, projecting this year will end up with 374,000 Class 6-8 units sold in North America and 411,000 for 2015 – and it's getting ready to ramp up its production to accommodate. The bulk of that growth is expected to be in Class 8, where orders are currently so strong that production of those orders will roll over into the first quarter of 2015, explained DTNA President and CEO Martin Daum to journalists attending the American Trucking Associations Management Conference and Exhibition. DTNA's goal is to continue to grow its market share in that growing market. It ended 2013 at 38.2% of the U.S. Class 8 market, but as of August this year is down slightly to 37.1%. The market share is even stronger in U.S. Class 6-7, which ended 2013 at 44.1% but is down a bit to 42% so far this year. "It appears our competitors did a great job too, which I applaud and appreciate," he said. "Our customers are benefitting as everyone steps up their game." Nevertheless, he said, the company's goal for the next year is to grow that market share further – something he emphasized must be earned. Fuel efficiency is expected to continue to help drive that growth. Compared to a 2010 baseline of a Freightliner Cascadia, fuel efficiency improvements have increased fuel economy by 12 percent for 2015 models. The new Detroit DT12 automated transmission integrated into a fuel-saving Detroit integrated powertrain is one of the keys to that improvement, and company officials said the success of the transmission has exceeded even their own optimistic expectations. DTNA projects sales for Detroit transmissions next year of 25,000. "I would say this is conservative, I would say 30,000," Daum said. "We invest in Detroit for 57,000 automated transmissions in 2017, and that may not be enough. Who would ever have thought that would happen?" Daum emphasized that DTNA will not rest on its laurels, will be humble and continue to develop products based on what customers need. It has invested $3.8 billion over the last 10 years in vehicle and powertrain development, and is upping that level to $550 million per year going forward.

Press Release / September 23, 2014 Waberer’s International Pte. Co., one of Europe’s largest road transport companies acquires 1,000 new DAF CF and XF trucks to renew its fleet. The order was signed at the IAA exhibition in Hanover by Waberer’s International Chairman/CEO György Wáberer and Ron Bonsen, member of the DAF Board of Management and responsible for Marketing & Sales. Delivery of the vehicles will take place this and next year. As a result of the new order, nearly half of Waberer’s fleet of 3,300 units will consist of DAF trucks. “We have chosen for DAF again because of the vehicles’ reliability, high quality, fuel efficiency and low maintenance cost” – said György Wáberer, after signing the contract. He added that with this order the company acquired its 3,000th truck from the Dutch manufacturer. ”Other important selection criteria include the size and comfort of the cabs and the availability of important features to further enhance safety. As Europe’s FTL specialist, our company focuses on long distance transport. Our truck-trailers transport goods of our customers throughout Europe. Average distance per trip is some 1,500 kilometers. This is why we are keen to ensure the best working conditions for our drivers. We have ordered all trucks with a spacious cab, equipped with all necessary accessories serving the comfort of the driver” Long-term relationship ”It is a great recognition that one of one of Europe’s leading road transport operators, has chosen DAF again”, said Ron Bonsen ”The present agreement will further strengthen the successful and long-term relationship between the two companies. We are proud to be the largest truck supplier for Waberer’s, a company continuously improving its operational efficiency.” .

Press Release / September 29, 2014 Monopoly, one of Russia’s largest companies specialized in transportation of conditioned food products, will acquire 700 new DAF XF trucks to expand its fleet. The order was signed at the IAA exhibition in Hanover by Ilya Dmitriev and Maxim Onyfrienko - Monopoly directors -, Marcel Verbeeten - general director of DAF dealer Terra Truck - and Ron Bonsen - member of the DAF Board of Management and responsible for Marketing & Sales. Delivery of the vehicles will take place this and next year. As a result of the new order, the fleet of Monopoly will grow to over 1.000 units of which 700 DAF trucks. “We have chosen for DAF after monitoring the performance of the trucks and reliability, quality, fuel efficiency and low cost of ownership have been proven to be industry-leading”, said Ilya Dmitriev, after signing the contract. “ Being professionals in logistics we know our customers expect on-time delivery. Therefore we require maximum reliability and uptime of the trucks we operate. That is why we have chosen DAF as our partner.” Ilya Dmitriev added that with this order a start is made for a long lasting partnership with DAF and its dealer network. “I would like to thank the Monopoly management for the confidence in Terra Truck”, commented Marcel Verbeeten, general director of the DAF dealership in Saint Petersburg. “We will continue our efforts to assist Monopoly in optimizing its business.” “DAF is proud to receive this order from Monopoly, a leading Russian transport company”, said Ron Bonsen, member of the DAF Trucks’ Board of Management. “It is a great recognition of our excellent product and our professional Russian dealer network.” .

Diesel News Australia / October 2, 2014 The first concrete cooperation project between MAN and Scania, since they both came under Volkswagen’s ownership, has been announced. The German and Swedish truck manufacturers have said they will be cooperating on transmissions in the future. The first stage of this collaboration will start in 2016, when Scania’s Opticruise AMT will begin to be integrated into the MAN heavy duty line up, the TGX and TGS. Scania’s transmission hardware will be gradually fitted to the Germany-made trucks. MAN has said it will develop the transmission software to suit integration between Opticruise and its engine range, developing an effective gear changing strategy. The two companies say testing of the first prototype vehicles has already begun. The second stage will be the development of the subsequent generation of the current Scania transmission portfolio, with both truck makers working together to optimise it for their drivelines. The details of the cooperation are currently being drawn up. “It means that Scania and MAN will be using a collectively developed, innovative transmission concept in their vehicles in the future,” said Anders Nielsen, MAN CEO. “Our aim with this cooperation is for components which set global benchmarks for commercial vehicle technology to emerge. That’s why we want to cooperate on development projects with Scania in future too, provided that these do not impact upon their respective brands.” MAN were at pains to point out, when making the announcement, ZF Friedrichshafen also remains a supplier of components for MAN’s trucks and buses. Currently, MAN sell the TGX and TGS range with the ZF AS Tronic AMT using MAN software to control the transmission. Since the takeover, Volkswagen has been following a policy of ensuring MAN and Scania remain separate brands in a multi-brand strategy. Sales and service activities are completely separate. It is in the field of technological development where VW are looking to get value from the strengths of the different brands under its control. According to VW, the alliance enables the companies to exchange their know-how as much as possible and make use of the synergies which result from the collaboration. http://www.scania.com/media/pressreleases/N14043EN.aspx

Australasian Transport News / October 1, 2014 Freightliner Trucks is offering a fully maintained operating lease for its Argosy COE. The offer, in partnership with Freightliner’s finance arm, is available for a limited time. It includes a fixed rental of (Australian) $5,590 per month for a new Argosy 101 mid roof sleeper DD15 manual prime mover and full maintenance and repairs for four years or 800,000km (500,000 miles). "Customers today are looking for comprehensive, competitive finance arrangements that offer peace of mind," Freightliner Australia senior manager Rodney West says. "Having our own finance arm through Freightliner finance and service plan allows us to focus on the needs of our customers. "We understand the stress of our customers with the increasing financial pressure within the industry, so the timing for our Freightliner finance operating lease package couldn’t be better." Freightliner says the package’s benefits include scheduled servicing every 40,000km (25,000 miles), operational reliability, nationwide service, improved resale, simplified fleet management; and 24-hour emergency contact. .

Truck News / September 29, 2014 No, it’s not the SmartAdvantage. But it's a good example of a collaboration between Cummins and Eaton that is winning fans among Canadian fleets. Cummins and Eaton have been cozying up of late in an attempt to ensure their future success in an increasingly vertically integrated world. The greatest example of this heightened level of collaboration comes in the form of the SmartAdvantage powertrain, which combines the Cummins ISX with an optimized Fuller Advantage Series automated transmission. That package has met with some success in the US market but is currently limited to a GVWR of just 80,000 lbs, constraining enthusiasm in the Canadian market, where greater payloads are often sought. A lesser-known example of Cummins integration with Eaton comes in the form of the ISX15 mated to an Eaton UltraShift Plus LSE 16-speed automated transmission, which is approved for GVWRs of up to 110,000 lbs, offering a more versatile powertrain for Canadian fleets. The LSE stands for line-haul small step efficiency, and it’s this short 17% step between gears that allows for quick, precise shifting, enabling the driver to spend more time in the engine’s money-making sweet spot. The UltraShift Plus LSE was initially offered only in International trucks with Cummins or MaxxForce engines, but that exclusivity period came to an end in August, meaning we could soon see this combination offered by other OEMs. The Canadian customers who have been running this spec’ seem to like it. Challenger Motor Freight took delivery of 10 International ProStar tractors with the ISX15/UltraShift Plus LSE package about a year ago and they’ve been run hard, put into service as team trucks running Ontario-B.C. I had the opportunity to drive one of these trucks and the odometer, after just a year in service, had already surpassed 300,000 kms. I took to the back roads around Kitchener, looking for elusive hills, and then spent some time on the 401. I was pulling a load of canned peas, grossing just shy of 80,000 lbs, considerably less than what this combination can handle. Traditional transmissions have a step of about 35% between gears, making each step about twice as tall as those within the LSE. The contrast was noticeable when driving, especially when accelerating from a stop. The LSE charged through the gears, getting up to top gear quickly, usually starting from second gear and then skipping third, fifth and seventh along the way. During my drive, Brent Talbot, territory sales and service manager with Eaton rode along in the bunk. He told me the traditional strategy of getting into top gear quickly and staying there as long as possible has been replaced with the idea the driver should instead focus on getting into the sweet spot and remaining there, even if it means running in 15th gear at times. I spent most of my drive in 16th, so these aren’t mutually exclusive scenarios. When we think of manual or automated transmissions, we tend to think in terms of 10-, 13- and 18-speed gearboxes. But the 16-speed UltraShift Plus LSE strikes a nice balance for Canadian fleets looking for a versatile transmission that performs admirably and is well integrated with the Cummins engine. The ISX/LSE combo provides fleets with the versatility they require when hauling loads ranging between 80,000 and 110,000 lbs; there’s less risk of dispatch deploying the wrong truck to pick up a load that’s heavier than what the truck is rated for. The ISX/LSE doesn’t downspeed to the same extent as the SmartAdvantage. While the SmartAdvantage allows the engine to cruise at just 1,200 rpm, the ISX15 I drove cruised at 62 mph at a higher 1,380 rpm. Still, the integration between engine and transmission runs deep enough to provide a high-performing alternative to the SmartAdvantage while a more robust version approved for 110,000-lb GVWRs continues to be developed. The ISX15 I drove produced 450 hp and 1,650 lb.-ft. of torque, which was more than enough for southern Ontario and also sufficient to conquer the Rocky Mountains, one would presume – otherwise Challenger wouldn’t be sending it there every week. Downspeeding aside, there are a couple of factors that contribute to the efficiency of the ISX15/UltraShift Plus LSE package. For starters, the UltraShift Plus LSE is a direct drive transmission, which generally improves fuel economy by 2% compared to an overdrive, since parasitic losses within the transmission are eliminated. Customers who’ve spec’d the ISX15/LSE powertrain have seen fuel economy gains compared to say, an ISX15 with a 13- or 18-speed automated overdrive transmission, according to Adam Whitney, national account executive with Cummins, who was also along for the ride. Cummins contends its ISX15, despite its higher displacement and greater bulk, is generally more fuel-efficient than a 13-litre, especially in Canada where a 13L has to work hard when making cross-country trips. “A lot of that comes down to, it’s not working at its maximum efficiency – it’s not working as hard as a 13-litre,” Whitney said of the ISX15. Cummins and Eaton have collaborated in an unprecedented manner to ensure this engine and transmission are optimized to work together and this partnership has translated into noticeably improved performance. “Historically, we wouldn’t have shared our fuel maps but now we do with Eaton,” Whitney explained. “They know exactly where we want to be rpm-wise, where it’s going to be more fuel-efficient and they have optimized the shift points.” The UltraShift LSE makes smooth, quick shifts at just the right time, allowing the ISX15 to run in its intended sweet spot to perform to its full potential. Unlike the new Fuller Advantage Series automated manual transmissions, from which Eaton has eliminated the oil cooler to save weight, the LSE still requires a cooler. “It has a higher capacity gross weight, rated up to 110,000 lbs, and at that level if a customer were to maximize his gross weight he’s going to need a cooler to maintain the transmission’s operating temperatures,” Talbot explained. The ISX15 in the ProStar I drove was incredibly quiet, which I’m sure is appreciated by whichever team driver occupies the bunk at any given time. Whitney says the Cummins high-pressure common rail fuel system contributes to its low noise output. It also features a highly effective engine brake, which is assisted by the variable geometry turbocharger to maximize its braking power. If you want to get the most available engine braking you can put the transmission into low gear when approaching a stop. (It’s an automated, but you can still override this transmission by selecting M for manual or L for low on the shift console. When doing so, the transmission will defer to you – as long as you don’t try something stupid that would hurt it). Why shift to low gear when approaching a stop? “It’s going to move your downshift rpm points out to the governed rpm where the engine brake is strongest and it will continue to downshift right down to first gear,” Talbot explained. “You can take it out of low and put it back into drive or manual and continue driving at any time.” This feature works exactly as advertised. Just ask the guys in the bunk, who asked me to give them a warning next time I put it in low. Other features of the UltraShift Plus LSE that contribute to its drivability include a grade sensor that’s integrated into the electronic control module. This allows the transmission to hold the truck’s position on hills for up to three seconds to eliminate rollback when the driver is moving his foot from the brake to the accelerator. “It also allows us to make much better shift selections because knowing what the horsepower and the torque maps of the engine are as well as the throttle position, we can calculate the weight of the vehicle to within a couple thousand pounds,” Talbot explained. “And if you know the weight of the vehicle and you know the grade you’re on and you know the torque and horsepower maps, you can make very intelligent shift decisions.” The ISX15 delivers peak torque right down to 1,000 rpm, often preventing the need for downshifting. The ISX15 I drove did not have SmartTorque enabled, which would have provided another 200 lb.-ft. of torque in the top two gears when needed. That’s a nice option to have but some fleet buyers like Challenger opt not to select it, probably because SmartTorque could contribute to a small uptick in fuel consumption when employed. The UltraShift Plus LSE skip-shifted readily in the lower gears and why not?; the short step means it can jump gears like Eric Lamaze jumps Spruce Meadows fences. Navistar International has had its detractors in recent years, resulting from its ill-advised emissions strategy that backfired in a big way. But throughout its ordeal, no one had an unkind word to say about the ProStar. It’s been a while since I’ve driven one and I was reminded that this is a nice, comfortable truck to drive with good visibility, a quiet interior and a steady ride. The quiet, steady attributes are likely what make it a popular team truck. The UltraShift Plus LSE gave International a differentiated product, even though its exclusivity was just temporary. It seems to have done a decent job of getting this truck out into the market. “International has done a tremendous job of selling it,” said Whitney, noting other well-known fleets such as Contrans have recently been taking delivery of ProStar trucks featuring this same powertrain. As OEMs continue to espouse the benefits of vertical integration, independent component manufacturers such as Cummins and Eaton have not sat idly by and watched demand for their products erode. They’ve been working more closely together than ever before to ensure they can deliver the benefits of integration, even as separate suppliers. The ISX15 with UltraShift Plus LSE is another example of this conjoining of expertise, and it’s one that seems right at home here in Canada. The spec’s: ENGINE: Cummins ISX 15 450, EPA 2010 450 HP @ 1800 RPM, 1650 lb-ft Torque @ 1000 RPM, 1800, RPM Governed Speed, 461 Peak HP (Max) TRANSMISSION: Eaton Fuller UltraShift+ F-17E316B-LSE 16-Speed Fully Automated Manual; With Aluminum Clutch Housing, Direct Drive, Electronic Shift Controls, Electric Clutch Actuation, Air Range Shift, Internal Lube Oil Pump, Hill Start Aid CLUTCH: Eaton Fuller ECA-1850 Two-Plate, Ceramic, 7-Spring with Pre-Damper, 15.5″ Diameter, with Adjustment-Free Feature, 1850 lb-ft Torque Capacity AXLE, FRONT NON-DRIVING: Meritor MFS-13-143A Wide Track, I-Beam Type, 13,200-lb Capacity AXLE, REAR, TANDEM: Meritor MT-40-14X-3CFR DualTrac, Single Reduction, 0.374″(9.5mm) Wall Housing Thickness, 40,000-lb Capacity, R Wheel Ends, With Amboid Gearing in Rear Rear Axle Gear Ratio: 2.64 CAB: Conventional, Sky-Rise Sleeper Cab; 73″ Seat to Inside Back of Cab, With 42″ Wide Bunk TIRE, FRONT: (2) 275/80R22.5 XZA3+ (MICHELIN) 517 rev/mile, load range G, 14 ply TIRE, REAR: (4) 445/50R22.5 X ONE XDA ENERGY (MICHELIN) 518 rev/mile, load range L, 20 ply SUSPENSION, REAR, AIR, TANDEM: International Ride Optimized Suspension (IROS) Heavy Duty; 52″ Axle Spacing; 40,000-lb Capacity, 9.25″ Ride Height, Includes Heavy Duty Spring Hangers, Crossmembers and Fasteners.

Truck News / October 1, 2014 Volvo Trucks no longer intends to produce a compression ignition LNG engine for the North American market. The company issued a statement today saying while it will continue to field-test dimethyl ether (DME) powered vehicles and will continue to offer spark-ignited natural gas engines in its VNM and VNL lines, the compression ignition liquefied natural gas (LNG) engine plans are on hold. Volvo offered the following explanation for the decision: “Development of the natural gas infrastructure to support long-haul trucking has been modest over the last year, and the needs of customers in the primary markets for natural gas vehicles—regional haul and dedicated routes—are being met with the company’s current natural gas line-up. “Volvo Trucks continues to believe that DME—which can be produced from natural gas—holds promise as a heavy-truck fuel. Customer field tests of DME-powered vehicles will continue, but the company has decided not to establish a commercialization date as it continues monitoring market and stakeholder interest in the fuel.”