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Commercial Motor / November 20, 2019 Here’s why the new Mercedes-Benz Actros is the International Truck of the Year 2020 .

Renault Trucks Press Release / December 4, 2019 Renault Trucks is launching the 2020 versions of its range of long haul trucks. The T and T High are more fuel efficient, while remaining as committed as ever to driver comfort. Top-of-the-range finishes for improved on-board comfort for drivers Inside, the Renault Trucks T cab features new top-of-the-range finishes, including all-textile seats, two driver’s armrests and a leather steering wheel. For perfect driving comfort, a three-way adjustable steering column is now fitted as standard. The T-series vehicles feature a carbon-coloured dashboard, aluminium handles and metal door sills. The 2020 Renault Trucks T and T High also have new high-capacity storage compartments (221 litres). Outside, the radiator grill and wing mirrors can still be customised in either glossy black or orange, available as an option for the 2020 Renault Trucks T and T High. The T and T High can also be fitted with Roadpad+ as an option. Acting as an on-board assistant, it enables drivers to listen to music, use their telephones hands-free, and manoeuvre safely thanks to its rear and side cameras. With Roadpad+, the driver also obtains navigation assistance from a truck-specific satnav system. Reduced fuel consumption and CO2 emissions Renault Trucks’ Long Haul range is fitted with DTI 11 and DTI 13 Euro 6 Step D engines. They are both fuel-efficient and environmentally friendly, with a 3% reduction in fuel consumption and CO2 emissions compared with the previous generation. The 2020 versions of the Renault Trucks T and T High feature a new high-efficiency axle and lighter disc brakes, further reducing fuel consumption. Optionally, new vehicle settings can be activated, providing an additional 3% saving. The Renault Trucks T and T High engines are compatible with XTL synthetic fuel and biodiesel. .

Renault Trucks Press Release / December 4, 2019 Renault Trucks is launching the 2020 versions of its range of distribution vehicles. The D and D Wide are fitted with a new ergonomic and comfortable interior design, safety features and aerodynamic equipment. The new versions of Renault Trucks’ distribution vehicles are 100% connected. A new interior design for greater comfort Renault Trucks has reworked the interior design of its D and D Wide models. The 2020 versions feature a redesigned dashboard that includes a new steering wheel and a new black and white instrument cluster. To make the driver’s job easier, a tablet holder, an optional holder for a second smartphone and two USB-C ports have been added. The vehicles are also supplied with new radio equipment, compatible with the DAB+ digital terrestrial radio network. For a high level of comfort, Renault Trucks offers its Comfort Pack as an option, which includes a leather steering wheel, a driver’s seat with side support, additional storage compartments, a second smartphone holder and a sunroof (for the D Wide only). New equipment for increased safety The Renault Trucks D and D Wide are fitted with adaptive cruise control (ACC) as standard. ACC maintains a safe distance from the vehicle in front by automatically adjusting acceleration and braking for greater safety, smoother driving and reduced driver fatigue. For improved visibility, the Renault Trucks D and D Wide are available with LED rear lights. For a high level of safety, Renault Trucks offers its Protect Pack as an option, which includes LED rear lights, a hill start aid, a vision door and a reverse alarm to improve protection for road users. Connected trucks for increased productivity Renault Trucks diesel vehicles are fitted with Euro 6 Step D engines, which are both fuel efficient and environmentally friendly. To further increase vehicle efficiency and productivity, Renault Trucks D-series models are connected as standard (TGW 4G). They are therefore compatible with Optifleet, Renault Trucks’ fleet management solution. With Optifleet, vehicle activity is managed in real time, which means that the main items of expenditure can be fully controlled. Fleet managers can track the fuel consumption of their vehicles with Optifleet Check and geolocate them in real time with Optifleet Map. For maximum productivity, Renault Trucks offers its Fuel Eco Pack as an option, which includes an adjustable roof deflector, inhibited power mode, automatic engine stop after three minutes, the Optiroll “free wheel” function (on the D Wide), optimised Fuel Eco gearbox software (on the D Wide) and a clutchable air compressor (on DTI 11 engines only). The Renault Trucks D and D Wide E engines are compatible with XTL synthetic fuel and biodiesel. The 2020 models are also available in natural gas (D Wide CNG) and 100% electric (D and D Wide Z.E.) versions. .

Volvo Trucks Press Release / December 1, 2019 Hear the Swedish haulier Braås talk about their improved efficiency, high-performance vehicles and their Volvo FH16 750 developed for heavy loads and demanding driving. .

Volvo Group Press Release / November 25, 2019 .

Scania Group Press Release / December 6, 2019 For their high-flying wind turbine work, French company Joly Location uses a five-axle Scania P 450 truck equipped with a 90-metre Ruthmann crane and aerial platform. It took the company three years to develop and assemble this unique piece of equipment. The design adjustments included tank displacement and several modifications to the after-treatment system, while the chassis is four times thicker so that it can support the crane’s work basket. .

Daimler Press Release / November 11, 2019 The plant in Wörth am Rhein is the largest truck assembly plant of Mercedes-Benz Trucks. Since 1963 the Mercedes-Benz Antos, Arocs and Atego trucks – as well as the Actros, the world's most successful heavy-duty truck for more than 20 years - are produced here. Up to 470 trucks leave Wörth every day, because customers in over 150 countries value the "quality made in Wörth". .

Daimler Press Release / October 1, 2019 Thomas Built Buses is the leading school bus manufacturer in North America. The 103 year old Daimler subsidiary is based in High Point, N.C.. Every school day, more than 25 million children ride the bus to school. Our school buses are the first thing they see in the morning and the last part of their school day. .

Daimler Press Release / December 5, 2019 Premiere of the success story that started 65 years ago Comfort and driving safety on par with that of a passenger car Reliability, robust design and an unrivalled service network Pioneer of the company’s internationalisation strategy at the time Stuttgart. Its impressive overall design concept made the Mercedes-Benz O 321 H/HL bus ─ which was unveiled 65 years ago ─ a resounding success. And the production figures provide solid proof of this: from October 1954 until December 1964, what was then Daimler-Benz AG manufactured a total of 18,083 buses, chassis and ckd parts kits for the O 321 H/HL (“ckd” stands for “completely knocked down”; parts kits for assembly in export countries). The competition ─ particularly in Europe ─ simply could not keep pace. The O 321 H/HL also ultimately turned Mercedes-Benz into a leading bus manufacturing company. The innovative concept employed laid the foundation for the vehicle’s success. To this end, the O 321 H/HL brought to the table what municipal, regional and interregional carriers as well as private companies were looking for. This not only gave Mercedes-Benz a considerable edge in Europe, but also paved the way to entering large key foreign markets such as Latin America. The O 321 H/HL became a very popular export item and an ambassador of the brand; furthermore it underscored the meaning of quality German workmanship all over the world. The exceptional starting point this generation of buses from Mercedes-Benz signified when it came to internationally positioning the company in the bus segment is also backed by the production figures of its even more successful successor model. From March 1965 until June 1976, no fewer than 32,281 O 302 buses, chassis and ckd parts kits were assembled. First all-new commercial vehicle design of the post-war period Taking a look back: in December 1954, when Daimler-Benz launched the O 321 H (the O 321 HL variant, which was 1,325 millimetres longer, entered the scene in mid-1957), the Second World War had not even been over for ten years yet. In the mid-1950s, Germany was still very much in the process of rebuilding its infrastructure. Although the company resumed manufacturing trucks as soon as 1945 and buses in 1948, the designs used were nothing more than pre-war specifications or modified vehicle layouts based on pre-war technology. An unmistakable departure in the spring of 1951 was the unveiling of the representative Mercedes-Benz 300 (W 186) ─ and one year later, the 300 SL racing sports car (W 194): Mercedes-Benz had returned to the international scene. In September 1953, the brand introduced the “Ponton” saloon type 180 (W 120) featuring a unibody construction, which was the first genuinely new design in the passenger car segment. This model was then followed by the 220 (W 180) in 1954. The 190 SL (W 121) and 300 SL “Gullwing” (W 198) production sports cars also debuted in 1954. If the company wanted to assert itself in the national and international playing fields, however, it not only needed to build on its pre-war success with passenger cars, but also with commercial vehicles. It also became generally accepted knowledge that different design principles apply to transporting people than to inanimate objects such as sand, steel and boxes. As such, the basic truck design did not represent the ideal platform for a bus. Design principles borrowed from passenger cars Daimler-Benz therefore adopted an innovative approach for the O 321 H. Designers devoted their attention to the design of the “Ponton” passenger cars to develop the new bus with an integrated floor assembly, a load-bearing body structure, a subframe front axle suspension with coil springs and recirculating-ball steering with dampers. So equipped, the new commercial vehicle easily met the requirements of high ride comfort and outstanding driving safety. Efficient production in the form of semi-integral construction and good product value rounded off the product offering. The floor assembly replaced the conventional ladder-type frame construction typically used in truck building. It comprised a welded floor frame group with a robust, torsionally stiff centre carrier as the main design feature. The sidewalls were designed as tall longitudinal members. In conjunction with the steel profile framework construction and panelling, the floor assembly formed a self-supporting unit designed to integrate with the factory bodies. The closed centre carrier also doubled as a ventilation and heating duct as well as accommodated linkages, electrical cables and compressed-air lines. Moreover, this design made it possible for external body manufacturers to offer chassis assemblies together with the matching bodies. The subframe supported the front axle construction and could be easily dismantled. Four wide rubber cushions served as connecting points to the body ─ a design feature that contributed significantly to a smooth ride and low vibration levels. The suspension fitted to the rigid front axle comprised coil springs pushed to the far corners of the vehicle, which were coupled with auxiliary springs and large telescoping shocks. Two transverse control arms aligned in parallel to the front axle beam absorbed cornering forces. A triangular strut channelled longitudinal and braking forces away from the front axle. The rear axle, which was fitted with leaf springs, integrated a robust torsion stabiliser bar. Agility and comfort The ball-and-nut steering system with damper assembly was “very smooth and almost entirely free of vibrations for such a large vehicle”, as commented by German trade magazine “Lastauto und Omnibus” in its 4/1955 issue. This, in conjunction with the large steering angle, gave the O 321 H an astounding level of agility. Its turning circle was a mere 16 metres! This was very beneficial during daily driving as the bus could easily navigate through tight city streets. And on long-distance runs, the bus was capable of traversing alpine roads with numerous hairpin bends ─ such as the Stelvio Pass ─ without having to back up. An outward indicator of its modern design was the appearance of the O 321 H. By leveraging the look of the front end, Hermann Ahrens lent the bus an air of the 190 SL and 300 SL, thereby making it the trendsetter for the design language of commercial vehicles to come. Also, as the export delivery ratio of the bus was unusually high at around 50 percent, this design became a familiar “face” for many different people spread out over multiple continents. The bus was shipped to no fewer than 63 countries, with leading customers in Iran, the United Arab Republic, Turkey, Austria, Saudi Arabia and Argentina. The O 321 H impressed on a global scale The design concept of the O 321 H impressed professional fleet operators around the world. It was available not only as a city bus with folding doors at the front and back (DM 45,000), but also as an intercity bus with hinged doors (DM 43,700) and a long-distance bus (DM 44,800). On the long-distance bus variant, roof edge glazing really opened up the interior in terms of space and light, and a sunroof option was also available! The OM 321 diesel engine rated to 81 kW (110 hp), which had a displacement of 5.1 litres from a six-cylinder block, was good for a top speed of 95 km/h. By way of comparison, at the time, the Mercedes-Benz 180 passenger car model reached no more than 126 km/h and the 180 D just 112 km/h. The O 321 H impressed experts right from the start with its appearance alone. “Lastauto und Omnibus” summed up in its 4/1955 issue: “We can summarise our assessment of the Mercedes-Benz O 321 H by stating that this all-new design represents one of the best (if not the best) production buses in this category that is currently on the market. The advertising slogan ‘handles like a passenger car’ is therefore not an exaggeration at all. The bus simply has a car-like feeling to it, which we experienced for ourselves in dense city traffic as well as on the icy roads in the Upper Black Forest.” Trade magazine “Auto Motor und Sport” came to the following conclusion in its 8/1955 issue: “The groundbreaking new path taken by Daimler-Benz is perhaps most impressively demonstrated by citing the following figures: compared to the O 3500, the kerb weight per passenger seat has been reduced from 172.5 kilograms to 138.5 kilograms, while the engine output per tonne of gross weight has increased from 11.6 to 13.1 hp. Who would not call this progress?” Successful production in Mannheim On 26 April 1960, the ten thousandth 321 model series bus rolled off the assembly line at the Mannheim plant ─ a milestone marker for Daimler-Benz AG, which was able to achieve a bus production output in Europe that differed only slightly from that of passenger cars in a proportional comparison. In December 1964, production of the O 321 H/HL at the Mannheim plant came to a halt after 18,083 units had been assembled. This marked the end of the professional career of the most successful bus to ever bear the star up to this point in time ─ a bus that also made a significant contribution to building and strengthening the global position of the Mercedes-Benz brand. The O 302 successor model continued this tradition with ease and even greater success. .

DAF Trucks Press Release / November 20, 2019 DAF Trucks has introduced its CF Electric with 6x2 rigid chassis. The first vehicles will be field-tested later on this year as garbage trucks by the Dutch public waste disposal firms HVC and ROVA. The city of Rotterdam and Cure will follow suit early in 2020 with a fully electric 6x2 garbage truck fitted with a loader crane. All of these vehicles are equipped with a VDL E-Power driveline. The fully electric superstructure is supplied by VDL Translift. Since the end of 2018, the first DAF CF Electrics have been operating as 4x2 tractors for various Dutch transporters, including Peter Appel, Simon Loos and Tinie Manders, as well as the supermarket chain Jumbo. These trucks are part of an extensive field test in which they are required to transport goods to and from destinations such as supermarkets and distribution centres. The German logistics firm Rhenus is currently using two CF Electrics for regional container transport. Thanks to its efficiency and all-purpose and practical usability, the DAF CF Electric won the prestigious ‘Green Truck Award’ in Germany earlier this year. Increased manoeuvrability Because the truck is low on both emissions and noise when in use, the CF Electric is ideal not only for urban distribution but also for the collection of household waste. To this end, DAF has designed a 3-axle rigidwith steering axle for increased manoeuvrability and an even higher loading capacity. The GVW for the CF Electric 6x2 is 28 tons. Regular routes The truck’s electric VDL E-power driveline provides 210 kW of power and a torque of 2,000 Nm – just like the CF Electric tractor. The driveline is powered by a battery pack with a (gross) energy content of 170 kWh; sufficient for covering regular garbage collection routes. Garbage trucks usually return to the depot every few hours to unload, where the electric trucks can recharge up to 80% battery capacity in only 30 minutes. Sideloaders and loader cranes HVC is active in Noord-Holland, the Rijnmond area and Flevoland, and ROVA in central and eastern regions of the Netherlands. Both firms make use of sideloaders by which containers can be emptied from the side of the truck. The city of Rotterdam and the Cure firm in the Eindhoven region will be using the DAF CF Electric complete with loader crane to collect garbage from underground containers. .

"Customer Adaption Center"............geez. Only Volvo would change the more suitable name (Modifications Center) to something else purely to escape the old American Mack Trucks.

Ford Trucks International Press Release / December 6, 2019 We have introduced F-MAX to Italy. We've got lots in store for Italy, our third national market in Western Europe. 🇮🇹 📢 #FordTrucks #italy #SharingTheLoad .

A sport fisherman fitted with MAN diesels is a nice ride.

https://www.liebherr.com/en/usa/products/mining-equipment/mining-excavators/details/r9800.html

Renault Trucks Press Release / November 28, 2019 Presentation of the adaptative cruise control (ACC), now available on Renault Trucks T & T HIGH. .

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MAN Truck & Bus Press Release / December 3, 2019 Years of experience in the city bus industry combined with corporate expertise are what make MAN the ideal partner in taking on the future of urban mobility. Learn more about our trailblazer, the MAN Lion’s City E, from our Head of Product Marketing Bus, Jan Aichinger. .

MAN Truck & Bus Press Release / December 3, 2019 MAN and the 100-year-old family business at Getränke Gefromm GmbH & Co.KG have been business partners and friends for nearly 30 years already. Follow along the story the very beginnings to where we are today! .

MAN Truck & Bus Press Release / November 27, 2019 MAN says “thanks” to all you drivers for your day-to-day commitment and wishes you a Merry Christmas. .

MAN Truck & Bus Press Release / November 20, 2019 MAN Engines is expanding its range of engines for light-duty workboats in North America by introducing an 800 hp (588 kW) inline-six engine. The D2676 LE426 will be available from the second quarter of 2020. It satisfies the EPA Commercial emissions standards and offers 70 hp greater output than the well-established, 730 hp D2676 model. For the first time, the 800 hp version of the D2676 will also offer keel cooling capability for the engine as a factory-fitted feature. “This means we can offer our customers the added value of keel cooling without compromising the 800 hp of power and performance,” says Ricardo Barbosa, president of MAN Engines & Components Inc., in Pompano Beach, Florida. A further advantage of keel cooling is a weight reduction of up to 5% compared to heat exchanger cooled engines. With increased power, the MAN D2676 LE426 achieves an impressive power density. By making use of new injectors and a new cylinder head, the MAN engineers have increased the engine’s power by almost 10% compared to the previous 730 hp (537 kW) model. Consequently, the D2676 LE426 achieves a maximum torque of 2,674 Nm between 1,400 and 2,000 rpm from a bore of 126 mm and a stroke of 166 mm, allowing the inline-six engine to provide sufficient thrust for pilot boats, lifeboats, and fishing vessels. It also shows the broad torque plateau typical for MAN marine engines. This ensures maximum torque over a broad engine speed range at the lowest specific fuel consumption. This is supported by the modified common rail injection system, which ensures improved combustion while increasing on-board comfort due to reduced vibration and noise levels. The latest US EPA Tier 3 Commercial emissions standards are met purely by the internal design of the engine; no additional external equipment is necessary, so the MAN 6-cylinder engine does not need to sacrifice its compact installation dimensions. The D2676 diesel engine comes with a displacement of 12.4 liters (757 cubic inches) and has proven itself many hundreds of thousands of times in both on-road and off-road applications since 2007. It was first introduced for workboats in 2015. In developing its engines, MAN Engines draws on the wealth of components and expertise gained from mass production of MAN engines for heavy duty trucks and buses. These elements are then modified for each specific application. As a result, MAN Engines can offer a selection of engines for commercial vessel applications ranging from 440 hp to 1,650 hp (324 kW to 1,213 kW), which satisfy the latest US EPA emissions standards. For the first time in the US, Canadian, and Mexican markets, MAN Engines will be exhibiting the D2676 LE426 at the Pacific Marine Expo from November 21 to 23 2019 in Seattle, Washington. https://www.corporate.man.eu/man/media/content_medien/doc/global_engines/pressemitteilungen_1/2019_21/MAN_D2676_LE426_preliminary_technical_data.pdf

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