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kscarbel

Pedigreed Bulldog
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Everything posted by kscarbel

  1. Paccar has had 74 consecutive years of profitability. An American truckmaker impresses. Paccar's feat is nearly tied by Scania with 72 consecutive years of profitability. Nobody else even comes close to the financial performance of Paccar and Scania. True leaders are certainly required for success. Mack Trucks had many including Alfred Brosseau, Zenon C.R. Hansen, Henry Nave, Al Pelletier, John Curcio and Elios Pascual. However Mack also had unqualified leaders (Ralph Reins) and ultimately a traitor that actually put Mack Trucks into the hands of Volvo (Marc Gustafson). http://www.bigmacktrucks.com/index.php?/topic/26800-volvo-and-mack-kind-of-the-admirer-owning-the-idol/page-3
  2. Relax. If you read my post, you'll see that I stated you have one Mack. My point is, you said that we must support Volvo and Mack. And yet you don't. It's a bit hypocritical. Why didn't you spend the extra 12 grand on a Mack in support of Volvo? I have never "bad mouthed" Volvo. While far from perfect, I'm a higher caliber person than that. What I have done, in a civilized manner, is express what is called "constructive criticism". And, I am one to call a spade a spade. Nor do I have a one-sided mind. I have posted that Volvo today makes an acceptable truck and engine (although not in the same league as a Scania, MAN or Mercedes-Benz). I simply don't want Volvo to own America's most iconic truckmaker, Mack Trucks, particularly because of what they've done to it.
  3. You can blame Renault if you like, however you are entirely wrong. The MH and CH were being designed far earlier than the time frame you are imagining. And I'm very proud of both the MH and CH. We moved forward a generation in heavy truck design. My thoughts are certainly NOT about old versus new. And I don't believe anyone is "living in the past". Speaking for myself, I'm in the global market selling cutting edge Euro-6 trucks every day. Thus I speak knowing the past and present, and with inside knowledge of the future.
  4. Please let me make sure that I am following you. You feel that we should all support Volvo and Mack. However, because your Mack location does not provide you with sales and after-sales service that meets your expectations, you do not actually show your support for Volvo and Mack (ie. you operate Freightliners, Western Stars, Internationals, Peterbilts........and one Mack).
  5. Well said. If Volvo is unhappy with the negativity, rather than arrogantly trying to stamp out that negativity, a prudent management would sit down and do some serious self-reflecting on how their demeanor and U.S. market strategy is offending a sizeable amount of their current and potential customer base. Or, finally call a spade a spade and put their entire North American truck sales strategy under the Volvo name. On another note, I would also like to take a moment to thank Barry for this outstanding website. On any given day, there is a healthy exchange of information which is invaluable to others. This website, which has no rival, is a massive knowledge base on all aspects relating to Mack trucks.
  6. I couldn't agree with you more. Why don't you take the lead in showing your support for Volvo and the Swedish company's Mack brand by selling your Freightliners, Western Stars, Internationals and Peterbilts, and making your fleet exclusive to Mack and Volvo trucks.
  7. Having explained that thousands of Euro-5 MAN trucks are running throughout Europe with EGR-spec engines. allow me to elaborate further. The majority of MAN’s Euro-5 versions of the D08, D20 and D26 engines utilized EGR for compliance. A significant advance in EGR technology for Euro-5 was MAN’s development of “closed loop” control of the EGR rate (the percentage of engine exhaust gas recycled back through the engine). A downstream 'lambda' sensor is used (the same type used in after-treatment systems to measure tailpipe oxygen content) to control EGR, with recirculation rates of 30% and higher. The sensor constantly monitors the level of NOx being expelled to the atmosphere, sending signals to the engine’s ECU, which automatically regulates the EGR rate to ensure compliance with the legal Euro 5 NOx limit of 2g/kWh – but preventing the amount of recirculated exhaust going too high, which would cause poor fuel economy and shorten engine life. Improved cooling of the recirculated exhaust gases, and a higher EGR rate for cooler air/exhaust gas mixture temperatures during combustion, result in less NOx during combustion. The new Lambda-controlled EGR regulation assures optimum EGR rate in all engine operating conditions for improved fuel efficiency. MAN's Euro-5 EGR engines use 2-stage turbocharging. The first turbocharger is a small, high-pressure unit that spins up to speed quickly at low engine speeds when exhaust flow is moderate, giving good response and starting torque. A waste-gate valve opens progressively as engine speed rises, allowing up to 30% of the exhaust gas to by-pass the high-pressure turbocharger and go directly to the second turbocharger, a larger low-pressure unit with a peak boost pressure of 2.6 bar. This air is then fed to the high-pressure compressor where boost multiplication reaches 4.0 bar. The high boost pressure is needed for MAN’s Euro-5 EGR engines because they are recirculating over 30% of exhaust gas back into the inlet manifold, but still need to get adequate fresh ambient air into the engine. With increased intake air density, regulating engine load between the high- and low-pressure stages gives excellent turbocharger response at all engine speeds, and lower charging of the individual turbochargers. MAN's cooled EGR design uses a 2-stage intercooling system. Engine coolant is cooled by a low-temperature radiator to a few degrees above outside temperature and applied to 2 engine-mounted charge-air coolers (low pressure and high pressure air/water heat exchangers) for improved charge air cooling. (The new design allowed MAN to remove the large charge-air piping at the front of the truck and enlarge the radiator. Because increasing the proportion of exhaust gas recirculated in MAN's Euro-5 EGR engines to 30% is still not enough to achieve the 43% reduction in NOx needed for Euro-5, all MAN Euro-5 EGR engines have an "Oxi-Kat" DOC (diesel oxidation catalyst) in the exhaust systems. This DOC supplements the EGR system's NOx reduction ability to maintain particulate emissions at the required 20 mg/kWh. Oxi-Kat replaced PM-Kat, a combined DOC + POC system at on MAN Euro-4 engines. The POC (particulate oxidation catalyst) is not needed on MAN's Euro-5 engines because more particulates are removed during combustion as a result of higher injection pressures and 2-stage turbocharging. MAN successfully made EGR work reliably with reasonable performance for Euro-5, but also realized that based on current technology, a transition to SCR was necessary for Euro-6. By choosing SCR to meet Euro-6, the EGR rate can be reduced so there is ZERO risk of fuel degradation and engine life. Navistar must have thought they were smarter than the Germans when they tried to achieve EPA2010/Euro-6 with a Massive EGR solution (EGR levels from 35% to 50%). Ironic given the MaxxForce 11 and 13 are the MAN D20 and D26. Despite MAN's support of EGR, the requirements of MAN's high horsepower Euro-5 engines required MAN to use SCR like its competitors. Despite MAN's 2-stage turbocharging, high pressure 1,800 bar common rail injection and 2-stage intercooling system (indirect and main intercooling), MAN's high horsepower EGR engines run hotter than SCR engines. MAN's 440hp D20 needs SCR to meet Euro-5. If buyers requiring 440hp performance wanted to avoid the hassle and cost of AdBlue (and the weight and chassis space penalty caused by the AdBlue tank and dosing unit), they had the option of ordering the 440hp version of the larger D26 engine. The 440hp EGR-equipped D26 was similar in price to the 440hp SCR-equipped D20, but customers buying the 440hp SCR-equipped D20 could expect 5% better fuel economy The two higher Euro-5 ratings of the 12.4 liter D26 engine, 480 and 540hp, made SCR unavoidable for NOx control, primarily for cooling reasons. Again, despite MAN's 2-stage turbocharging and 2-stage intercooling system, high horsepower MAN engines with EGR would require much larger radiators and correspondingly greater throughput of air past the engine and outwards through the rear of the cab. Also, sound shielding around engines, installed in recent years to meet EU drive-by noise limits, added to the EGR-related cooling challenges. An unjustifiable major redesign of MAN's TGS and TGX cabs would have been required to accommodate the larger radiators necessary to control NOx levels at high horsepower levels with EGR. Engine cooling considerations required MAN's 16-liter 680hp V8 engine to use SCR. (FYI: This engine was jointly developed by MAN and Liebherr for truck and construction machines.
  8. While Euro-5 was in effect in Europe, the MAN D20 and D26 were available in two versions, EGR only, and SCR. "Fitted with cooled exhaust-gas recirculation (EGR), most of MAN engines feature an exhaust-gas cleaning system that requires no additives (AdBlue) and thus comply with the Euro 5 standard using the innovative Pure Diesel technology" http://www.man-engines.com/en/on-road/euro_5/Euro_5.html For Euro-6 now in effect, they are only available with SCR. http://www.man-engines.com/en/on-road/euro_6/Euro_6.html
  9. Why not buy a new one? A 32MK53(P1) R-model battery box cover (black painted) used to be very reasonably priced. Have you gotten a price from the good folks at Watts Mack?
  10. Eaton, Cummins broaden powertrain collaboration Truck News / March 10, 2014 Eaton and Cummins have expanded their SmartAdvantage integrated powertrain offerings. The companies have approved the ISX15 SmartAdvantage - consisting of the Cummins ISX15 engine coupled with the UltraShift Plus automated manual transmission - for applications of up to 110,000 lb GVWR. This should increase interest in the package in Canada. The companies also expanded the SmartAdvantage package to include the ISX12 engine, offering a lighter-weight option to fleets. And Cummins announced Eaton’s UltraShift Plus is now approved for use with its ISX12 G natural gas engine. “We are proud to be able to offer North American fleet customers the first automated transmission to be integrated with a spark-ignited natural gas engine, which shows the level of customer commitment our teams are focused on providing,” said John Beering, senior vice-president and general manager, commercial vehicle transmission business, Eaton. “We are confident that our customers will find this powertrain an excellent value compared with other automatic transmission alternatives.” Eaton and Cummins first announced their integrated powertrain offering at last year’s Technology & Maintenance Council meetings. Since then, 80 fleets have chosen the package and are seeing fuel savings of 3-6%, the companies claim. “The common feedback has been one of supreme satisfaction,” Beering said at a media update here Sunday. “The real world experience operators are seeing not only validates the expected fuel economy performance we promised the industry a year ago, but in many cases exceeds our expectations.” Fuel savings are achieved by optimizing the programming of the engine and transmission and by reducing weight. Eaton has taken about 80 lbs out of the transmission by eliminating the oil cooler and using more aluminum parts. The low-end torque of the ISX15 allows it to spend more time running in the sweet spot, achieving fuel economy that in many cases exceeds that of smaller displacement engines, said Lori Thompson, Cummins vice-president, truck and bus OEM business. “People think that a 12- or 13-litre engine, because of its size, has better fuel efficiency (than a 15-litre) but that is far from the truth,” she said. “The Cummins 15-litre engine is the most fuel-efficient engine in the market.” The higher low-end torque produced by the ISX15 allows for the engine to cruise at about 1,150 rpm at highway speeds, contributing to its fuel economy performance. The ISX12 SmartAdvantage Powertrain will be available in the second half of 2014. The UltraShift Plus 10- and 13-speed transmissions will be permitted with the ISX12 G natural gas engine beginning mid-year 2014. “The latest SmartAdvantage Powertrain offerings are a natural extension of the initial product, and will provide customers with the fuel economy and productivity improvements they desire, along with a broad range of applications to meet their specific hauling needs,” Thompson said.
  11. Fleet Owner / March 10, 2014 Cummins and Eaton are expanding the range of their joint “Smart Advantage” powertrain by adding Cummins’ ISX12 diesel engine to the mix and boosting the existing ISX15 Smart Advantage combination to include 110,000 lb. gross vehicle weight (GVW) applications. For natural gas engines, Eaton is joining forces with Cummins Westport – a joint-venture between Cummins and Canada’s Westport Innovations – to offer an integrated powertrain package combining the Cummins Westport ISX12 G engine and Eaton’s UltraShift PLUS automated manual transmission (AMT). “We’ve really only touch the tip of the iceberg with this,” noted Lori Thompson, VP-truck and bus OEM business at Cummins, who characterized those new joint powertrain offerings as “Collaboration 2.0” during a press conference here at the 2014 Technology & Maintenance Council annual meeting. John Beering, senior VP and GM of the commercial vehicle transmission business at Eaton, said that Canadian fleets in particular pushed for the higher 110,000 lbs. GVW for the Smart Advantage package combining the ISX 15 and Eaton’s Fuller Advantage AMT – a combination he said is delivering 3% to 6% better fuel economy for users – and should be available later this year. The new “Smart Advantage” package linking the ISX 12 and a 10-speed Eaton Fuller AMT is being aimed at the regional haul market, is expected to deliver fuel gains ranging from 2% to 4%, and will be available in the fall of 2014. Beering told Fleet Owner that what makes Eaton’s collaboration with Cummins “so exciting” when it comes to such integrated powertrains is that it unlocks “the art of the possible” in terms of improving truck performance. “We’re watching our technical tams come up with new ideas and insights that manifest themselves into fuel savings and other operational benefits,” he explained. “We also now have 80 customers across the U.S. using these integrated powertrains – large and small fleets alike across a range of applications – and in some cases they are exceeding the fuel economy gains we projected in real-world operations,” Beering pointed out. “So we’re seeing that ‘window’ of fuel economy savings hold true and that’s generating a lot of positive word-of-mouth; that matters a lot in this industry.” Other features of the new ISX12/Fuller AMT combination include: A new small-ratio-step overdrive with two new Cummins ISX12 “SmartTorque2” ratings: the ISX12 370ST2, cranking out 370 hp and 1,150 lb.-ft. to 1,450 lb.-ft. worth of torque, plus the ISX12 425ST2, generating 425 hp and 1,350 lb.-ft. to 1,650 lb.-ft. of torque;Optimized engine and transmission communications and new control logic, enabling further engine “down-speeding” in the overdrive position;Lower overall package weight of 82 lbs. via eliminating the transmission cooler in combination with the use of aluminum for the rear transmission housing, range cylinder, shift bar housing and the shift tower, plus a thin-wall cast-iron main case design;A precision lubrication system for precise and efficient transmission lubrication further enhances fuel economy by reducing churning losses. The amount of transmission oil is also reduced from 24 to 17 gallons;Vehicle Acceleration Management (VAM), a patented Cummins electronic feature, to manage vehicle acceleration for smoother shifting while generating fuel economy benefits in stop-and-go duty cycles found in regional haul applications.On the natural gas side, Eaton is combining both a 10-speed and 13-speed UltraShift PLUS AMT with the spark-ignited Cummins Westport ISX12G engine fired by either compressed natural gas (CNG) or liquefied natural gas (LNG) ; a package that should be available by mid-2014 in limited application release for linehaul and regional haul operations, said Beering. The ISX12G will be offered in this integrated powertrain package with ratings of 320 to 400 hp and up to 1,450 lb.-ft. of peak torque. Benefits touted for the integration of the UltraShift PLUS with the ISX12G include: More “intelligent” shift selection software for performance and efficiency improvements;Better launch and shift decisions through grade sensing, weight computation and driver throttle commands;Hill Start Aid, which prevents rollbacks when engaged, reduces risk and simplifies operations for even the most inexperienced drivers;Tailored shift logic enables efficient operation and enhances braking performance.“Basically, we anticipate fleets will see the same benefits of using an UltraShift in combination with a natural gas engine as they would with a diesel engine,” Beering noted.
  12. Hannover, Germany - September 25 thru October 2 This is by far the best and largest truck show in the world. This is a true international show. It's a massive exhibition of trucks and trailers that runs for eight days. Truckmakers like Mercedes-Benz rent entire buildings. If you've never been, you'll be in for the experience of a lifetime. Reserve your hotel rooms early. http://www.hannover....l-Vehicles-2014
  13. Australasian Truck News (ATN) / March 10, 2014 Heavy duty truck leader Kenworth is set to launch a major update of its conventional (bonneted) cabs. The change will involve a single 1460mm cab for the T359, T403, T409, 409SAR, T609, T659, T909 and C509. The C540 off-road mining model and the similar C510 will be excluded from the changes. The new common cab will involve an all new interior and dash layout, reinforced pillars and improved drivers’ field of vision. "Kenworth is pleased to announce an upgrade to the conventional cab range, which will see the introduction of an all new interior and the strongest Kenworth cab to date," a memo obtained by ATN says. Dated February 26, the memo is addressed to Kenworth dealer principals, sales managers and sales reps. "Conventional trucks coming offline as of June 2nd 2014 will receive the new cab," it says. "This update will comprise an interior upgrade and a larger cabin in a T359, T659 and C509. "Kenworth currently offers 3 cab variations and the Cab and Interior Upgrade project will simplify this to a single variant. "All changes were made to create a more refined product whilst improving driver appeal. Everything about this new and improved cabin says you’re sitting in a Kenworth." The 1460 mm cab will feature a fibreglass engine enclosure, high roof and curved windscreen. The updated cab structure will involve reinforced A and B pillars, an updated firewall including integrated cab cross-member and a single piece steering column mount. A new common interior and "ergonomic dash layout" will replace the current curved and flat dash variants. "The main dash will feature all the gauges, switches, radios and warning clusters in a new, optimized layout," the memo states. Both primary and secondary controls will be situated within easy reach of the driver, and a "Smartwheel" steering wheel will have fingertip controls for crucial functions. Meanwhile the overhead console will have all electronic equipment relocated to the main dashboard. Advantages of this are said to include "no distractions from overhead lights at night", "allowing [the] driver to keep their eyes on the road", and "increased overhead storage space". Other new features in the conventional Kenworth cab will include: Full length internal grab handle on both sidesPrivacy curtain (sleeper cab only)Easier circuit protection access, with a removable dash section.Daylite II doors onlyA slightly modified hood profile for the T659 & C509, to cater for the curved windscreenChanged trim colour offeringThe memo says the 1460mm cab for the Kenworth T359, T659 and C509 will add 100mm to their current front-axle to back-of-cab dimension. This will allow additional seat travel in these models, but it will also add some weight. "In having the bigger cab and combining the structural and interior changes we are expecting to see an increase in weight of roughly 30kg," the memo says. "Once official weights have been confirmed more details will be sent out." A Kenworth spokesman told ATN the company will be issuing an official press release on the cab update soon.
  14. Scania's feeling is that individual cylinder heads actually have several advantages. A cylinder head covering more than one cylinder imposes restrictions on the maximum potential for achieving efficient intake and exhaust flow, because provisions for cooling and clamping compromise cylinder head design. Since individual cylinder heads don't suffer from these obstacles, the head design can be optimized for rapid gas flow to achieve maximum fuel efficiency. And speaking of maintenance, it is far cheaper and faster to remove and reinstall an individual cylinder head, than a single cylinder head covering two to six cylinders.
  15. My knowledge is from my career in the trucking industry. Being involved in the global truck industry, I make note of any and all developments. The world is a much smaller place today.
  16. You're quite welcome. In putting all this down so as to share the developments of Mack and the truck industry with others, the pleasure is all mine.
  17. Once upon a time, in a great country that led the world in industrial might and innovation, there was a great truck manufacturer. So legendary was this truckmaker that the company’s slogan became an integral part of the country’s spoken and written language. Housewives and school children, though far removed from the truck industry, knew the saying by heart and used it with regularity to describe all things American that were manufactured with reliability, durability and cutting edge design. Built Like a Mack Truck.....It’s Part of the Language As reported in the media, Volvo has decided to replace the ageless “Built Like a Mack Truck” slogan with the phrase “Born Ready”. As foreign truckmaker Volvo Group owns the former American brand “Mack”, it absolutely has the right to do as it sees fit. However, you won’t find me applauding the Swedish truckmaker for their decision. After watching the video and reading the PDF, I’ve no idea what “Born Ready” means. I just saw hollow rhetoric with no substance behind it. Trucks are shown less than half the time. When trucks are visible, they are always in the background rather then being prominently featured as the core element of Volvo’s Mack brand. At any rate, thank goodness the old man (Zenon C.R. Hansen) isn’t alive to witness this.
  18. When you describe the MaxxForce 13 as a "Faketerpillar CT13", I assume you think it is Caterpillar based. So please allow me to clarify that the Maxxforce 13 is the German MAN D26 (and the MaxxForce 11 is the MAN D20). Both are proven, high-performing engines around the world with (MAN-designed) EGR to Euro-5 and SCR to Euro-6. With (Cummins-designed) SCR, they should perform well in the US. As far as what truck I sell, I'd rather not say too much. (http://www.bigmacktrucks.com/index.php?/topic/31649-kscarbel/) However, I will say that I do not sell Volvo- or Mack-branded trucks.
  19. What is the model number on the door-mounted ID plate? I'm asking to determine how the truck was originally built. Based on the large dual fuel tanks, one might assume it started life as a tractor. But then I see the (rusty) double frame rails. Odd. Was it a tractor later lengthened to become a dump? Then you need to look very closely at how they performed the frame stretch. And/or was a rail broken and repaired by adding an outside channel? If it was used as a dump, those light axles and suspension were most likely abused, pushed beyond their limits. With a truck like this, the frame is something I look at hard. Sure, $2000 is cheap, but Mack Western frame rails are no longer available. That cab does have a lot of rot, but you can obtain another cab.
  20. Bloomberg / March 8, 2014 Volvo must keep increasing sales as it cuts costs, CEO Olof Persson said today at an investor conference in New York. The Swedish manufacturer needs to sustain “organic growth,” said Persson, who is reducing white-collar headcount and cuts research and development spending. Persson said he remains committed to the goal for Volvo’s truck, bus and construction-equipment units eventually to generate the highest operating margins in their industries. “We need to make sure that we don’t lose sight of that during the year of efficiency,” Persson said. The strategy includes a reorganization costing 5 billion kronor ($784 million) to achieve annual savings by 2015 of 4 billion kronor. Volvo is cutting 4,400 office jobs this year and streamlining European production, affecting another 900 employees. The company, which owns the Volvo and Renault commercial-vehicle brands in Europe and Mack Trucks in the U.S., sold its unprofitable North American construction-machinery rental unit in January and is reviewing the construction-equipment product line amid “unsatisfactory” earnings performance. Full-year earnings before interest and taxes plunged 60 percent to 7.14 billion kronor as sales declined 9.1 percent to 272.6 billion kronor, with the margin narrowing to 2.6 percent from 6 percent in 2012, Volvo said on Feb. 6. That compares with an Ebit return on sales of 5.2 percent at Daimler Trucks, the world’s biggest producer of the vehicles. Volvo has gained about 17 percent this year in Stockholm trading, valuing the company at 212 billion kronor. Volvo today reiterated its Americas truck-market predictions for this year. Industry-wide North American truck deliveries will rise to about 250,000 vehicles from 230,000 units in 2013. Demand in Brazil is predicted to be largely unchanged at 105,000 trucks this year. European registrations of new commercial vehicles of all weight classes climbed 4 percent in January to 137,600 units, marking the fifth consecutive month of gains, according to data compiled by Brussels-based ACEA industry group. Volvo’s European truck sales in the last months of 2013 were inflated as customers sought cheaper models before vehicles went on sale with more expensive technology to meet stricter European Union emissions rule coming into force this year. Volvo is lowering first-quarter production in line with the muted demand. The order backlog at the Renault truck brand fell in advance of a changeover to new-generation models.
  21. Bloomberg / March 8, 2014 Daimler will sell its 50 percent stake in its Rolls-Royce Power Systems engine joint venture, valued at US$3.2 billion, to Rolls Royce Holdings. Daimler will invest the proceeds in its automotive and truck businesses. Rolls-Royce Power Systems AG with its headquarters in Friedrichshafen, Germany, is a specialist for large engines, propulsion systems and distributed energy systems, and previously operated under the name of Tognum AG. The company develops, produces and services engines, propulsion and energy systems marketed under the MTU and the MTU Onsite Energy brands. The company manufactures high-speed diesel engines for the marine, energy and defense industries. Daimler is selling the Rolls-Royce Power Systems holding under a put option agreed with Rolls Royce Holdings three years ago when the joint venture was established. Daimler and Rolls-Royce Holdings made a joint US$4.72 billion bid for the German engine maker in 2011. As part of the deal, Rolls-Royce Holdings contributed its Bergen engine business to the venture. Daimler Chief Executive Officer Dieter Zetsche, who has a goal for Mercedes to surpass Audi and BMW, is rolling out 30 new vehicles by the end of the decade, a dozen of which will have no predecessor. The stake’s value was 1.9 billion pounds on Rolls-Royce’s balance sheet as of December 31. Final terms will be determined later. Roll Royce, Europe’s largest-maker of commercial jet engines, said today it has ample liquidity to fund the purchase from existing cash and borrowing facilities. Rolls-Royce Power Systems employs 11,000 people. “Rolls-Royce Power Systems has added scale and capability to our reciprocating engines business,” said John Rishton, Rolls-Royce CEO. “It has outstanding technology, operates in long-term growth markets and has proved a valuable addition.” Daimler will continue supplying medium- and heavy-duty diesel engines to the venture under supply agreements that run until 2025. Daimler delivers about 18,000 engines a year to Rolls-Royce Power Systems, which is already consolidated in Rolls-Royce’s books. The two owners aim to complete the transaction within the next six months. “We are now taking the next logical step and are transferring our shares to our joint venture partner,” Zetsche said in today's statement. “All parties involved will benefit from this move.” This is the second time that Daimler has disposed of the German engine business. Daimler sold the company, then called MTU Friedrichshafen, for 1.6 billion euros to Stockholm-based private equity firm EQT Partners in March 2006 to pay for reorganizing Chrysler, when it still owned the U.S. carmaker. The engine maker was then publicly listed before the joint 2011 bid, which was spearheaded by Daimler.
  22. Autocar never offered a high COE. The COE related to the White Road Commander 2 was branded as a Western Star (it came out in 1978 and was quite attractive). At any rate, the F10/F12 were not suitable to the demands of the US market at that time in the heavy COE segment.
  23. Some colorful rhetoric there. I don't actually think the posts are "complaining about everything". And I suspect they know the R-model cab isn't coming back. I believe they are simply saying that they didn't care for (or understand the point of) the video. Should one be criticizing them for expressing (sharing) their thoughts?
  24. No, Scania has not been purchased by Volkswagen. They have made an offer to acquire all shares, but the remaining shareholders have rejected it. http://www.bigmacktrucks.com/index.php?/topic/34786-scania-owners-express-doubts-over-vws-92-billion-bid/
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