kscarbel2

Fleet Owner / March 26, 2014 Allison Transmission is displaying its TC10 tractor transmission with FuelSense package this week at the Mid-America Trucking Show. In addition, attendees can also participate in a ride-and-drive with the fuel-efficiency package. Engineered for highway, city and suburban driving, the TC10 maximizes fuel efficiency for real-world duty cycles, including cruising and stop-and-go delivery routes. First introduced last year, Allison said the transmission has shown an average 5% fuel economy improvement over manual and automated manual transmissions in fleet testing. The company said the TC10 with FuelSense “delivers a unique package of software and electronic controls that target critical components of a tractor’s duty cycle for maximum fuel savings.” FuelSense features automatically adapt shift schedules and torque, maximizing transmission efficiency based on load, grade and duty cycle, without sacrificing performance. “Fuel costs continue to be a major concern for the trucking industry,” said Lou Gilbert, director of North American marketing and global brand development for Allison Transmission. “The TC10 with FuelSense is an extremely fuel efficient transmission, built with the dependability and durability for which Allison automatics are known.” Allison said vehicles equipped with its transmissions will be shown by several manufacturers at the show, including Freightliner, Western Star, Kenworth, Peterbilt and Navistar (featuring a ProStar with TC10). An Allison 4000 RDS transmission is a major component of the Walmart Advanced Vehicle Experience concept truck that will be shown at the Great Dane Trailers booth (34075). The concept truck is an aerodynamic, high-efficiency prototype developed in partnership with Peterbilt. The series hybrid tractor includes kinetic energy recovery through regenerative braking and range extension provided by an on-board microturbine. To enhance the drivability of this innovative truck, the Allison transmission is paired with the truck’s electric motor, employing adaptive controls to deliver the smooth performance drivers expect.

Fleet Owner / March 26, 2014 Peterbilt brought the celebration of its 75th anniversary to the Mid-America Trucking Show (MATS) here in Louisville, KY today with a line of new spec packages and an anniversary edition of the Model 579 featuring bright work and a paint design reminiscent of its show truck history. Darrin Siver, Peterbilt general manager and PACCAR vice president, introduced the company’s anniversary offerings this morning in a special press conference. “This is a milestone year for the company and we wanted to acknowledge it in a way that has been defining Peterbilt for 75 years – products distinctively styled, technologically advanced and designed to maximize the satisfaction and bottom lines of our customers,” Siver said. “In this tradition, we have taken the most innovative on-highway vehicle in the company’s history and complemented it with components, accents and amenities that celebrate Peterbilt’s past and future.” The anniversary edition sports a long list of special features, such as bright accessories, a two-color paint design similar to the original 1939 Peterbilt (as well as the 50th anniversary edition Peterbilt), and a premium interior with exclusive logos and a unique numbered nameplate. Other exterior features of the special edition model include: a highly polished hood crown that surrounds a new oval grille design; exclusive 75th anniversary emblems on the sleeper, side hood bright air intake bezel and new bright rocker panels; 75th anniversary two-color paint design featuring a new proprietary color called Diamond Red, created in partnership with Axalta Coating Systems and part of their Imron Elite; and rear stainless steel mud flap hangers with anniversary emblem. The interior of the Model 579 75th Anniversary Edition has also been given special treatment, including: Peterbilt’s premium Platinum Titanium interior accentuated with a new charcoal dash top and Blackwood finish trim accents; a sequentially numbered 75th anniversary emblem added to the dash accent trim; custom red stitching lining the steering wheel; exclusive Peterbilt Evolution LX seats in black leather with the 75th emblem stitched into the headrest; bright gauge bezels, chromed interior handle, bright shifter plate with logo, and bright shift lever featuring a Blackwood finish shifter knob (available only with manual transmissions). “Since its introduction, the Model 579 has exceeded the high expectations we initially set for it, as well as those of our customers,” said Peterbilt chief engineer, Landon Sproull. “It has been a major success and proudly stands among Peterbilt’s most iconic trucks introduced throughout our 75 year history. This Class 8 aerodynamic leader exemplifies Peterbilt’s 75-year commitment to innovation, quality, dependability and safety. The 75th Anniversary Edition combines these product hallmarks with a new head-turning design that celebrates Peterbilt past and future.” The truck is available to order now. A 75th anniversary edition of the 579 will be touring North America throughout 2014 pulling a custom-built, double-expandable, 53-foot trailer housing an educational and entertaining exhibit about the company and its long history. The tour will begin on April 1 at JX Peterbilt in Indianapolis, IN and then crisscross the United States and Canada, finishing the tour on November 10 in Lansing, MI, and making more than 75 stops along the way. The company also unveiled a number of new packages designed to maximize fuel efficiency and mentor drivers, including an EPIQ package and a new optimized drivetrain package for the Model 579 plus a new driver coaching system available for Peterbilt Models 579,567 and 587 equipped with PACCAR MX-13 engines. According to Sproull, the EPIQ package can improve fuel efficiency of the Model 579 by up to 10%. “It utilizes an enhanced drivetrain, including Peterbilt’s new combination of the PACCAR MX-13 engine and Fuller Advantage UltraShift transmission, all available aerodynamic options and optimized spec’ing through our proprietary software system used throughout our dealer network,” he said. Specifically, the EPIQ package includes: 18-inch sleeper side extenders with 8-inch rubber flares, full chassis fairings with rubber skirts from the quarter fender to the front of the tandem axle with rubber closeouts under the sides of the cab and sleeper, and roof fairings with an exclusive rear wall closeout. It also includes aerodynamically enhanced components such as a three-piece aero-style bumper; multi-piece aero-style hood; painted outside sun visor; and an aero-style aluminum battery box positioned on the passenger side, under the cab. A new drivetrain pairing, dubbed APEX, is also part of the EPIQ model. It features the PACCAR MX-13 engine driven through a Fuller Advantage Automated Transmission. This new combination features precise communication between the engine and transmission, as well as proprietary control logic to further enhance fuel economy. APEX is more than 80 pounds lighter than previous combinations, according to Sproull, and features a small-step ratio in 9th and 10th gears for a more fuel-efficient operating range while downshifting. To further increase aerodynamic performance, the EPIQ package recommends a single horizontal exhaust configuration or a single right-hand back-of-sleeper exhaust configuration. The package also includes a Tire Pressure Monitoring System (TPMS) designed to provide operators with real-time tire pressure information, plus low rolling resistance tires. Peterbilt and its dealer network use a proprietary spec’ing system to help optimize vehicle performance and exactly match customers’ business and application requirements. This software has been enhanced to complement the Model 579 EPIQ by recommending the most fuel efficient rear axle ratios and engine settings, among other options. The company also chose MATS as the venue for the introduction of new functionality for its Driver Information Center. The new module, which is available for Peterbilt Models 579, 567 and 587 equipped with PACCAR MX-13 engines, monitors numerous vehicle systems and driving habits to provide operator feedback through a scoring system that rewards practices to reduce fuel use and minimize brake wear. The display shows a driver his/her performance scores in categories such as braking and coasting, as well as a total performance scoring percentage. If the system detects driving habits that are detrimental to fuel economy (such as erratic acceleration) or actions that reduce component life (such as excessive hard braking) it is designed to provide coaching tips with suggested corrective actions. For instance, the system may suggest the operator make greater use of engine retarder devices and rely less on the brake pedal to maximize the life of the foundation brakes. Drivers view this information on the 5-inch, color LCD display screen located within the driver instrumentation cluster, to enable them to keep their eyes on the road. In addition to the new functionality, it provides operators with essential data on vehicle and engine functions. According to Sproull, the system performs both while the vehicle is in operation and while parked, the latter to help reduce idling time. Peterbilt’s medium-duty COE lineup also has a new addition—a Model 220 that features numerous interior and exterior enhancements developed to increase driver productivity, safety and durability, such as a new electronic braking system (EBS) to provide quicker responsiveness and an improved braking “feel.” The cab has a completely redesigned interior, engineered to give operators still greater levels of productivity and comfort. “Ergonomics were enhanced with easier-to-read instrumentation, and all switches are grouped by function,” said Sproull. “Everything is within easy reach of the driver and the overall layout provides a logical, easy-to-operate environment.” The exterior features a new galvanized steel bumper, new radiator protection plate and Lexan covering to help protect headlamps. Fog lamps have been integrated into the bumper. The Model 579 and vocational Model 567 were also expanded with the addition of compressed natural gas configurations. Both vehicles will be available with the Cummins-Westport ISX 12 G with ratings from 320 hp @ 1,150 lb.-ft. to 400 hp @ 1,450 lb.-ft. According to Peterbilt, the company leads the industry with 40% of all Class 6-8 natural gas truck sales and has been offering natural gas vehicles for nearly 20 years. Vocational Model 567 also got several new enhancements, including expanded PTO functionality when paired with the PACCAR MX-13 engine. New features include: the capability to activate external notification of impending diesel particulate filter (DPF) regeneration; remote throttle while in PTO mode; and the ability to have DPF regeneration take place during PTO operation. 72- and 80-inch Platinum sleepers in Model 579 and Model 567 trucks appear in a new light, too, with the availability of an ambient lighting package featuring all LED bulbs for longer life and reduced power consumption. LED light also has a softer, more relaxing lamination than incandescent bulbs, Peterbilt noted. All of these introductions come at the start of what the company believes will be a good year ahead. “We are expecting big things for 2014,” observed Robert Woodall, Peterbilt’s director of sales and marketing, as he opened the press conference today. Woodlall listed numerous reasons for optimism. Many fleets have reported record revenue, the average age of vehicles in use remains high and performance is very strong in the parts and service aftermarket, he said. Not a bad marketplace to be in at 75 or any other age.

Transport Topics / March 26, 2014 Kenworth Truck Co. unveiled at the Mid-America Trucking Show (MATS) in Louisville, Kentucky its updated Class 6 cabover models with a series of exterior and interior changes. The Class 6 K270 and Class 7 K370 trucks add Dana axles, front air disc brakes and an electronic braking module that will allow for the eventual addition of stability control systems. An available 6-speed Allison transmission joins the 5-speed transmission that already is available. A new, push-button control shifter also is added. For specialized applications, Kenworth offers a “clear rail” package that relocates the air and diesel exhaust fluid tanks, battery box, and exhaust aftertreatment behind the cab. This option opens up room for custom bodies, such as street sweepers, Kenworth said. Inside, the trucks get a new dash and gauge cluster, a standard air ride driver’s seat and two-person bench seat with storage space underneath. The trucks are powered by the 6.7-liter Paccar PX-7 engine, which has power ratings from 200 to 250 horsepower and up to 660 pound-feet of torque. Available with wheelbases ranging from 142 to 242 inches in 12-inch increments, the trucks can accommodate bodies from 16 to 28 feet long.

Whenever I hear complaints about post-2000 Mack engines up to the point when Volvo began installing their own engines from 2006-2007, I have to put any and all responsibility (blame) on the owner of the Mack brand – Volvo Group. From the moment Volvo acquired Mack in 2000, they became “the captain of the ship”. That’s the way business works. Volvo had their hands into Mack from 1992 and knew the company’s product development pipeline. Through both aboveboard and underhanded due diligence, Volvo had an intimate understanding of the ASET engine product which it later launched into the market. Thus, I feel that Volvo Group is wholly responsible for any shortcomings of the ASET engines launched by its Mack brand in 2002. Let’s back up a moment and remind everyone what was happening in the run-up to EPA2004 (comparable to Euro-4), and how it actually took effect in October 2002. In October 1998, a court settlement was reached between the EPA, Department of Justice, California Air Resources Board and engine manufacturers (Caterpillar, Cummins, Detroit Diesel, Volvo/Mack and Navistar) over the issue of high NOx emissions from heavy-duty diesel engines under certain driving conditions. Since the early 1990’s, the manufacturers utilized engine control software that allowed engines to switch to a more fuel efficient, but higher NOx output, driving mode at highway cruising speeds. The EPA considered this engine control strategy an illegal “emissions defeating device” The court settlement resulted in a consent decree that dictated: 1. Civil penalties for engine manufacturers and requirements to allocate funds for pollution research 2. Upgrading existing engines to lower NOx emissions 3. Supplemental Emission Test (steady-state) with a limit equal to the FTP standard and NTE limits of 1.25 × FTP (with the exception of Navistar) 4. Meeting the 2004 emission standards by October 2002, 15 months ahead of time A positive note was that EPA2004 matched California emissions requirements, so that engine manufacturers no longer had to design and produce two standards of engines for the U.S. domestic market. Volvo produced and sold two types of Mack ASET engines: Mack ASET AC (application – highway) – Cooled (external) EGR Mack ASET AI (application – vocational) – Internal EGREGR (Exhaust Gas Recirculation) lowers nitrogen oxide emissions by cooling and reusing a measured portion of the exhaust gases. Cooled (external) EGR has been a global standard technology since 2002. Scania utilized single-stage water-cooled EGR combined with high pressure injection (Scania HPI) to meet Euro-4 (near EPA2004) emissions on both on-highway and vocational trucks (photo 1). In meeting Euro-5 (near EPA2007), Scania combined extra-high pressure fuel injection (1800-2400 Bar Cummins-Scania XPI) with two-stage water-cooled EGR (photo 2). For Euro-5 (near EPA2007), Scania has always offered customers a choice of EGR or SCR to meet the preferences of individuals and fleets (Give the customer what they want). .

I see the Japanse "Kato" crane in the background. They've been popular in Asia for decades. Kato was founded in 1895. http://www.kato-works.co.jp/eng/

In 2012, Renault sold its remaining stake in Volvo Group (Renault came to own Volvo shares stemming from a failed merger attempt). Thus today, both the Mack and Renault "brands" belong to Volvo Group. Originally launched in 1990, Volvo terminated production of the unusual looking but popular Renault "Magnum" heavy tractor in 2013. Volvo has replaced the Magnum with the new Renault-branded "T" Series, which is the recently launched second generation Volvo FH with different (and very unattractive) front fascia. Unlike the Magnum it replaces which was available with the Mack V-8 for many years, the "T" series is only offered with Volvo D11 and D13 engines (rebadged as DTI 11 and DTI 13) rated from 380hp to 520hp. The Volvo D16 is not available. http://www.renault-trucks.co.uk/t/ FYI: http://corporate.renault-trucks.com/media/document/DP-pdf/dp_magnum_20_ans_en.pdf EE9-500 16.36 500 @ 1,900 2,000 N.m @ 1,300 Europe – Renault Magnum AE500 EE9-520 16.36 520 @ 1,900 2,250 N.m @ 1,300 Europe – Renault Magnum AE520 EE9-530 16.36 530 @ 1,900 2,250 N.m @ 1,300 Europe – Renault Magnum AE530 EE9-560 16.36 560 @ 1,900 2,450 N.m @ 1,300 Europe – Renault Magnum AE560

The 16.4 liter Mack-Scania V-8 is still very much with us of course. Perhaps over time, when you are ready for the responsibility that serious power requires, you may move up from your D16 to a high-end powerplant - the Scania DC16 V-8. http://www.youtube.com/watch?v=bPK9PyenTtc&list=PL2E544D75CCFF281D http://www.youtube.com/watch?v=TEVLrFB5uVk&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www.youtube.com/watch?v=DAtVDmK55S4&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www.youtube.com/watch?v=7CvwcMGqlZY&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5

Yes, to meet the needs of the low volume "baby 8" segment, Mack wisely outsourced with the ETZ477/E4-210 (Scania DS8) and EM5-250/290 (Renault MIDR 06.20.45). There's a word for how that was handled - smart. I'm very proud to let my fellow Americans know that Mack Trucks had planned to re-launch the E9 V-8 in 2003 with Bosch electronic unit pump (EUP) injection, a revision that would have allowed Mack's legendary powerplant to meet EPA2004 and EPA2007 emissions standards. And like its relative, the Euro-6 Scania DC16 V-8, the Mack E9 could have been upgraded to high pressive common rail fuel injection to meet EPA2010 emissions. Volvo cancelled the relaunch of the Mack E9 V-8 because they wanted to use their own upcoming D16, and not because the Mack E-9 couldn't be made emissions compliant. Sir, would you please tell me what you find humorous about Mack's intention to relaunch the E9 V-8? I take your "LOL" remark as an insult against the former Mack Trucks. For you to say that "Mack had already lost the heavy haul market by the time" is merely your opinion. Had Volvo not terminated the V-8 relaunch, I am confident that Mack would have quickly recaptured any lost market share (as you allege) in the heavy haulage segment (following the E9's brief departure) and once again had the entire U.S. V-8 market segment all to themselves. As much as you admire foreign truckmaker Volvo, I'm at a loss as to why you purchased the Mack-branded Titan instead of the real McCoy, the Volvo-branded VNX (the VNX and Titan are the same truck with different cabs). You then could bask in the guiding light of the Volvo nameplate everyday. I understand the Volvo-branded VNX even includes a complimentary Volvo prayer rug and a compass to ensure you are facing Gothenburg during your noon devotions.

I'm not infallible. I had dinner with Henry Nave several times and found him to be an impressive individual. Ralph Reins and Marc Gustafson certainly weren't in his league..These are my own humble thoughts. http://www.automotivehalloffame.org/inductee/henry-nave/103/

Full of life, color and radiating American pride, the Mack "5-Color" logo is arguably the best that the company ever used. And certainly, the Mack "5-Color" logo is far better than the VSA Partners-designed dark medieval European-style black and white logo that Volvo plans for their Mack brand now. I hate to think how much Volvo paid VSA partners for this distasteful new brand logo. The article below, "Mack Re-establishes Trademark", is from The Mack Bulldog, Volume 11, Number 3, 1981. .

http://www.hendrickson-intl.com/Other-Documents/INTL100.pdf

After Mack phased out C-Series municipal bus production in 1960, the company began limited production of custom bus chassis. Later during the 1970s under Jack Curcio (vice president - international operations), Mack Trucks more aggressively promoted bus chassis sales in the global market. Based on the R-model with both front- and rear-mounted engine configurations, Mack FC (forward control) bus chassis were sold on both sides of the Atlantic, in Europe and Latin America. Pictured below is an example produced by bus body builder Utic in Portugal. Also pictured are some hard run veterans in South America, Mack bus chassis produced in Venezuela and fitted with bus bodies by Ciferal in Brazil. Model Production Years Units CB-Series 1941-1950 1,685 FC13 1964-1965 108 FC23 1964-1965 102 FC33 1963-1966 16 FC607B 1968-1971 118 FCR607B 1974-1974 40 FC605RB 1976-1976 1 FCR685B 1970-1976 209 FCR685RB 1976-1978 57 .

The Mack CB forward control bus chassis range was produced between 1941 and 1950. Of the 1,685 CB bus chassis were produced, most were gasoline powered but 326 units were ordered with diesel powertrains (between 1947 and 1950). Carrying model designations CBA through CBL, the CBs were designed for export to emerging countries in Latin America and Europe. Some were operated in the United States with school bus bodies. To meet the needs of Australia and New Zealand, right-hand drive models were also produced. .

When Mack Trucks comes up in discussion, we seldom hear references to bus chassis. Indeed in America, the bus chassis market has always been unique. The “big 3” for many years controlled the school bus chassis segment, while inter-city coach manufacturers largely produced their own chassis in house. The overseas bus chassis market has always been more vibrant, particularly in the inter-city and coach segments. The number of body builders is staggering, and their products impressive. Throughout Europe and the UK to South America and the world over, Scania in particular has been a long time leader in the global bus chassis segment (http://www.scania.com/products-services/buses-coaches/intercity-coach/chassis/), joined by MAN, VDL and Mercedes-Benz. From the 1930s thru 1978, Mack Trucks did indeed produce a variety of bus chassis for both the U.S. domestic and global markets (Mack’s versatile AB bus chassis served as the platform for moving vans and other truck types). In addition to producing the legendary BK inter-city coach for Greyhound and other operators in the 1930s, Mack also sold bus chassis to both U.S. bus body builders from coast to coast including C.D. Beck* of Sidney, Ohio and C.N. Johnston Company of Bakersfield, California. Global in stature, Mack also supplied bus chassis to overseas bus body builders (e.g. Argentina – see below). * Mack Trucks purchased C.D. Beck of Sydney, Ohio in September 1956 with the intention of re-entering the inter-city bus business. Mack had dropped out of the inter-city bus market during the 1930’s to focus on the transit bus market. Beck was a manufacturer of inter-city buses as well as Ahrens-Fox fire engines. Beck had begun producing Ahrens-Fox under contract from 1953, and acquired exclusive production rights in 1955. Mack’s legendary C-85, C-95 and C-125 were directly based on a new Ahrens-Fox model in Beck’s new product pipeline that Mack Trucks subsequently re-engineered with a Mack drivetrain. From 1956 through 1958, Mack produced model 92-G “Sky Liners” and 97-D inter-city motorcoaches at Beck. .

http://www.youtube.com/watch?v=DAtVDmK55S4&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www.youtube.com/watch?v=TEVLrFB5uVk&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www3.scania.com/en/New-V8-truck-range/Line-up/ http://www.youtube.com/watch?v=QViZRWR6ovo&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www.youtube.com/watch?v=OuxL-iXX-3E&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5

Please bear in mind of course that the "Euro look" you are seeing here is circa 1987. Today's Scania exterior (and interior) design is, in my humble opinion, absolutely breathtaking. Scania is behind the most advanced heavy truck technology available today. . http://www.youtube.com/watch?v=tuu4D-j-Ymc http://www.youtube.com/watch?v=5iIFW2sUERQ

Australian Transport News / March 6, 2014 US retail behemoth Walmat has unveiled its concept truck, dubbing it the WAVE. Walmart Advanced Vehicle Experience, the WAVE was a centrepiece of the company’s recent Sustainability Milestone Meeting. President and CEO Doug McMillon says formal testing has just begun but pledged that it would be 20 percent more aerodynamic than its current trucks. It has a micro-turbine hybrid powertrain that can run on diesel, natural gas, biodiesel "and probably other fuels still to be developed", and also involves electrification and advanced control systems. "It may never make it to the road, but it will allow us to test new technologies and new approaches. I share it because it gives you a sense of how sustainability is helping us see things in new ways," McMillon adds. ‎ WAVE is the result of collaboration between vendor partners, including Peterbilt, Great Dane Trailers and Capstone Turbine. It includes an electronic dashboard with customisable gauges and performance data, a full-sized sleeper and sliding driver’s door. The driver’s seat has LCD screens at either hand and its single trailer is in the carbon-fibre-bodied. According to Business Strategy and Sustainability Director Elizabeth Fretheim, the concept is part on an ongoing sustainability and fleet efficiency drive aimed at double fleet efficiency by 2015, compared with 2005. "We’re already 80 percent of the way there," Fretheim says. "Since 2007, we’ve delivered 658 million more cases while driving 298 million fewer miles. "But the key to continued improvement is through technology. "We need to use the most efficient equipment available – and we need to pursue and test the technologies of tomorrow. "That’s why we’ve been working with our suppliers to pilot new and emerging technologies for about 20 years. "These tests have included a number of prototypes: hybrid assist, wheel-end hybrid assist, full propulsion hybrid, natural gas (LNG and CNG) and waste grease." She notes that Walmart’s Canadian Supercube trailer pilot study is in its second test phase "after proving that it can ship up to 40 per cent more merchandise than conventional tractor-trailer combinations, reducing costs by 24 percent and greenhouse gas emissions by 14 percent". (see http://www.bigmacktrucks.com/index.php?/topic/34233-wal-mart-to-expand-test-use-of-supercube-concept-in-canada/) "Like the concept cars you see at auto shows, this prototype will evolve before it’s ready for the road," she says. "But it’s exciting to think about how any one of the new features might become an industry standard in the future. "The important thing is that we find incremental improvements while also challenging ourselves to look at fleet efficiency in new and different ways." No fuel efficiency standard was mentioned for the WAVE but Peterbuilt reportedly gets 10.7 miles per gallon (4.54 km per litre) in real-world conditions from its Cummins collaboration, the SuperTruck, and AirFlow Truck Co claims 13.4 mpg (5.67 kpl) for its BulletTruck.

Truck News / March 6, 2014 Navistar announced it will be adding selective catalytic reduction (SCR) aftertreatment to its MaxxForce 9 and 10 engines, completing its mid-range engine transition to SCR. The company already offered the Cummins ISB 6.7 engine (with SCR) in its International DuraStar. The MaxxForce 9 and 10 will be offered in DuraStar and WorkStar vehicles. “Our medium-duty transition to SCR started strong with our DuraStar with Cummins ISB6.7 and we have high expectations for this chassis/engine combination as we see the construction market continue to rebound,” said Bill Kozek, President, North America Truck and Parts, Navistar. “We also know a number of our customers require more horsepower and torque and we’re pleased to offer these customers an expanded engine choice by adding SCR to our 9-liter and 10-liter engines.” Meanwhile, Navistar is also making an Allison Optimized 1000 Series transmission with an optional sixth speed available on its International TerraStar. Navistar says the sixth speed will provide improved fuel economy and lower engine noise. Also new to the TerraStar is a refined front suspension with redesigned front spring and bumper, which the company says offers a smoother ride over rough terrain.

My friend, as always, I appreciate your candor. Speaking only for myself, my single purpose in life is to sell trucks, not to complain about Volvo and what they've done to the former American icon Mack Trucks. However, like you and everyone on this forum, I do have my own thoughts and express them. Isn't it wonderful to be of a country where freedom of expression is championed If I may, please allow me to ask you two yes or no questions. Do you feel that the acquisition of Mack Trucks by a foreign truckmaker was good for America? Do you feel the dominance of America's truck industry by foreign truckmakers is in the best interest of the United States?

.

Introduced in 2013, the Ford 1846T tractor is produced and sold by Ford Otosan in Turkey and has quickly made a solid name for itself. Ford Otosan is a joint venture between Ford Motor Company and Koc Holding. The 1846T is equipped with the most powerful engine yet for the Cargo range, a 10.3 liter VGT-equipped engine rated at 460 horsepower and 1,549 ft-lb. of torque. This is the Iveco “Cursor 10”, produced by Fiat Powertrain Technologies (http://www.fptindustrial.com/products/en-UK/Documents/onroad-en.pdf). Transmission options are the ZF 16S2220 TO manual overdrive and the ZF 12AS2130 TD direct drive AMT. A 322 horsepower engine brake and transmission-mounted ZF retarder are available. The 1846T has a 7100kg (15,653lb) front axle, Meritor 17X 11,500kg (25,353lb) rear axle and a 40,000kg (88,185lb) GCW. Here is the interactive Ford 1846T website. http://www.yollarinlordu.com/ On this web page (http://www.ford.com.tr/agir-ticari-araclar/ford-cargo-cekici) for Cargo tractors, you can click the following for more information. 1846T Teknik özellikler Standard 1846T spec sheet 1846T katalog Standard 1846T brochure 1846T Midilli Çekici Teknik Özellikler Low 5th-wheel height (960mm) version of the 1846T for pulling 2.9-meter high shipping containers and high-cube trailers (It keeps under the 4-meter maximum height requirement in Europe). Introduced in 2013 at Ford Brazil, the C-2842 is their big tractor with a 420 horsepower version of the Iveco “Cursor 10” and a 6x2 tag axle configuration (popular in Brazil). http://www.fordcaminhoes.com.br/cargo/c-2842 http://www.fordcaminhoes.com.br/cargo/c-2842/caracteristicas/performance http://www.fordcaminhoes.com.br/cargo/c-2842/caracteristicas/conforto http://www.fordcaminhoes.com.br/cargo/c-2842/caracteristicas/seguranca-tecnologia http://www.fordcaminhoes.com.br/cargo/c-2842/especificacoes-tecnicas Straight trucks (known globally as “rigids”) and vocational models are available in 6x4 configurations. Owing to the demand for higher horsepower engines in Europe, Turkey offers a 460 horsepower powerplant whereas Ford Brazil’s top power offering is 420 horsepower. Ford Otosan has been enthusiastically pushing Bill Ford to continue on with the Ford Cargo commercial truck range and invest more heavily. And Ford Brazil has benefited heavily from R&D pushed in Turkey by Ford Otosan. Turkish and Brazilian Cargos used to have differences. But now under the “One Ford” global platform strategy (producing the same model at different global locations), they build the same basic truck. Otosan has been producing Ford vehicles under license since 1959. Owned by the Koc family, the relationship dates back to 1928 when Henry Ford made Vehbi Koc a Ford distributor. Despite having only invested just US$37.5 million into the joint venture to redesign and upgrade Cargo range (for a total of US$75 million), Ford has gotten a very big bang for their buck owing to the enthusiastic people at Ford Otosan. If Ford was to make a serious investment, they could easily re-enter the high-level European heavy truck market (http://www.bigmacktrucks.com/index.php?/topic/30332-when-ford-roamed-the-world-the-transcontinental/). .

I could say that this is what happens when you put an unqualified individual in charge of a truck brand (new Mack president Stephen Roy is a former loan guy from Volvo Commercial Finance). But I won't go all the way with that because certainly Dennis Slagle who runs Mack and Volvo for North and South America (Executive VP - Volvo Group Trucks Sales and Marketing Americas ) and the big guy himself Olof Persson (Volvo Group CEO) had to have approved this. The logo is just plain terrible. I hope they didn't pay much. Mack logos traditionally were full of color and life. This depressing black and white approach looks like death warmed over. The old man (Zenon C.R. Hansen) is looking down in sadness at what foreigners have done to his iconic American truck company.

Diesel News Australia / March 5, 2014 The new logo and new look and feel for the brand identity of Mack Trucks has been unveiled at the ConExpo in Las Vegas. Gone is the tough trucks image which has served the Mack brand for so long and in comes a more nuanced approach. Yes, they are still working trucks and all of the people in the ads are blue collar but the old ‘built like a Mack Truck’ language has gone. This new branding is clearly Australia-bound, evidenced by the presence on the stage at the launch of Dean Bestwick, Mack Australia’s brand champion. The logo doesn’t take the image too far away from its current look. It now consists of the Mack lettering on the bonnet of the trucks along with a side-on view of the Bulldog statuette which takes pride of place at the top of the grille. http://www.dieselnews.com.au/global-rebranding-for-mack/

Ford 2016 F-750 Truck Robotic Testinghttp://fleetowner.com/equipment/ford-2016-f-750-truck-robotic-testing

Trailer/Body Builders / March 5, 2014 Ford’s F-Series Super Duty has engine and chassis upgrades for 2015 that together deliver best-in-class horsepower, torque and towing capacity. Ford’s second-generation 6.7-liter Power Stroke V8 turbo diesel now boasts 440 horsepower, up from 400 horsepower, and 860 lb.-ft. of torque, up from 800 lb.-ft, across all Super Duty models from F-250 to F-450. The 2015 F-450 tops the F-Series Super Duty pickup truck lineup with maximum towing capacity increasing to a class-leading 31,200 pounds, a gain of 6,500 pounds. The truck’s gross combined weight rating increases to a class-leading 40,000 pounds, a gain of 7,000 pounds. F-350 increases maximum towing capacity as well, to 26,500 pounds, from 23,200 pounds, and the gross combined weight rating goes up 5,000 pounds to 35,000 pounds. The improved ratings are a result of designing and engineering the truck as an integrated system. The approach enabled Ford engineers to optimize performance across the full Super Duty lineup. “Our chassis people work in unison with our powertrain people to develop more than a great truck, it’s a machine engineered for work,” said Doug Scott, Ford Truck group marketing manager. “We’re the only manufacturer that develops and builds our own powertrains in this class and when you combine that with a chassis that’s purpose-built for best-in-class power and torque, you can feel the result in the way it drives, especially when towing big loads.” “Our chassis people have worked in unison with our powertrain people to develop more than a great truck – it’s a machine engineered for work,” he adds. Power Stroke Engine Improvements The 2015 Super Duty achieves best-in-class towing performance with a second-generation 6.7-liter Power Stroke V8 turbo diesel engine that was further developed to provide more power, torque and efficiency. “The 6.7-liter Power Stroke was already a stout engine,” said Robert Fascetti, Ford vice president powertrain engineering. “The improvements we’ve made essentially give Super Duty customers an engine designed for our larger F-650 and F-750 trucks. They may not realize how tough this engine really is.” Key innovations on the 6.7-liter Power Stroke V8 turbo diesel are its compacted graphite iron engine block and reverse-flow layout. This segment-exclusive design places the exhaust inside the engine’s V-shape, with while the air intake positioned on the outside resulting in a variety of advancements: - Shorter airflow from the exhaust system to the new, larger turbocharger sitting between the engine’s cylinder banks improves turbo responsiveness – key to providing torque quickly to truck customers when they need it most - Positioning the turbo inside the engine’s valley helps isolate the engine’s hottest temperatures, improving performance and efficiency, while also reducing noise, vibration and harshness to improve driver comfort Enhancements include a larger turbocharger for faster air displacement resulting in more power. The engine block is made of compacted graphite iron, which is stronger yet lighter than cast iron, is more wear-resistant and has enhanced sealing properties. “The designers of the original 6.7-liter Power Stroke V8 turbo diesel predicted that it would eventually need to be upgraded for higher output,” said David Ives, Ford Power Stroke technical specialist. “They designed it in a way that made it easier to add a larger turbocharger, increasing airflow and creating more power for dramatically improved performance, yet we haven’t lost any efficiency.” New injector tips spray a finer mist of fuel into the cylinders which provides a more complete burn and helps reduce noise, vibration and harshness. Other benefits include lower emissions and less fuel deposit buildup on the intake valves over time. The engine enhancements give the Power Stroke engine a class-leading maximum output of 440 horsepower and 860 lb.-ft. of torque. Chassis improvements The F-350 is available with a high-capacity towing package that includes new front springs and a wide track axle, increasing the gross combined weight rating with the 6.7-liter Power Stroke engine from 31,900 pounds to 35,000 pounds. Improvements to the F-450 that allow it to handle the increased tow rating include commercial- grade 19.5-inch wheels and tires; upgraded rear U-joints and suspension components, including new rear leaf springs; front and rear stabilizer bars; and shocks. The steering system has stronger gears and linkages and the fifth-wheel/gooseneck has an increased towing capacity. The brakes are larger brakes and feature new antilock brake calibration for enhanced braking performance.