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kscarbel

Pedigreed Bulldog
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Posts posted by kscarbel

  1. Sorry... I missed this topic before, so I want to ask you: didn't Volvo bring the F10 and F12 (which outside of North America were known as the F88 and F89 respectively until 1977) into the U.S. market in 1982-83? They of course were the larger relatives to the F6 and F7.

    ~Ben

    A little confusion here. The F10 and F12 were not known outside North America as the F88 and F89.

    The F88 and F89 were produced from 1965 to 1977, when they were replaced by the F10 and F12 (1977 thru 1993).

    The F6 and F7 were indeed sold in the United States, imported and distributed by Freightliner Corporation. However the F10 and F12 were never sold here because Freightliner already had a heavy COE to sell.

    The smaller F6 and F7 gave Freightliner a medium straight truck (24,500 to 29,000 GVW) and city/regional tractor (40,000 to 66,000 GCW) to extend their product range downward.

    The one other model sold by Freightliner Corporation was the conventional cab N10 series (N1016T 4x2 and N1023T 6x4)

  2. If Ford went at it alone to design the new V8 for the pickups why not design a straight six heavy duty engine like International did with their DT 466? I agree with with Mr. Scarbel that Ford is not that serious and will sell this truck to people who have no mechanical skills and can get talked into by a salesman.

    Rob

    At Ford Otosan in Turkey, they have produced a 7.3 liter 260hp 24-valve in-line six-cylinder since 2003. In 2008, Ford upgraded it with a compacted-graphite iron (CGI) cylinder block and head. This is the kind of commercial truck engine that should be in these new F-Series medium trucks.

    http://www.ford.com.tr/agir-ticari-araclar/ford-cargo/ecotorq

    http://www.bigmacktrucks.com/index.php?/topic/29676-mack-vs-volvo-11-13-16-l/page-2

    *CGI has revolutionized the auto and truck industry. CGI engine blocks and cylinder heads provide 75 percent greater tensile strength, 45% greater stiffness and double the fatigue strength of conventional grey cast iron and aluminum. CGI allows engine designers to improve performance, fuel economy and durability while reducing engine weight, noise and emissions. CGI users now include Aston Martin, Audi, Caterpillar, Chrysler, DAF Trucks, Ford, General Electric Transportation Systems, General Motors, Hyundai, Jaguar, Jeep, Kia, Land Rover, MAN, Navistar, Porsche, PSA Peugeot-Citroën, Renault, Rolls-Royce, Scania, Toyota, Volkswagen, Volvo, VM Motori and Waukesha Engine.

  3. The Mack (Volvo) "Born Ready" video https://www.youtube.com/watch?v=xAgDmL2oYRA

    - Comments posted on Mack’s official YouTube website.

    Brandon Martin: Please tell me there is more to this??

    John Stover: Seriously? That it?

    Brandon Martin: That's what I'm saying John Stover

    Florian J Cannata: Wow, I stayed up for this? Guess I'll just climb back in my classic DM in the morning and bitch how bad Volvo has screwed it up again

    Justin Young: I was hoping for a Superliner comeback!

    Dyna Sluyter: Mack ain't even listening to us...

    Brandon Martin: WTF I'm going to bed

    Ken Nagy Jr: Boy what a let down. Thought it was gonna be something worth waiting for.

    This is a classic Volvo-style video. They could have done this several ways and been a winner. But as it is, everyone is disappointed. What was the point? I didn’t sense any new brand, rather just hollow rhetoric with no substance behind it.

    Now, I invite you to watch these Scania videos and see how world class sales marketing is done.

    http://www.youtube.com/watch?v=tuu4D-j-Ymc

    http://www.youtube.com/watch?v=bPK9PyenTtc&list=PL2E544D75CCFF281D

  4. TROY, Michigan / March 3, 2014

    Meritor has announced the introduction of the P600 Series planetary axles, including the P610 and P614. These two planetary axles are engineered for heavy-haul, oil field, logging and mining applications.

    The P610 and P614 axles, available in tandem and tridem configurations, use common components from other Meritor axles, allowing for reduced lead times and quicker customer deliveries.

    "Most of the components used in the P610 and P614 heavy-haul axles are the same as those used on high-volume Meritor axles, which have been reliable in demanding applications," said Ben Reineck, director of Specialty for Meritor. "We're confident that these heavy-haul planetary axles are a great fit for our specialty customers."

    Meritor's new heavy-haul planetary axles feature:

    • Tandem axle maximum gross axle weight rating at 84,000 pounds and tridem axle maximum gross axle weight rating at 126,000 pounds for carrying higher-capacity loads
    • Driver-controlled differential lock or inter-axle differential for all carriers and inter-axles maximizes traction
    • Anti-lock braking system capability delivers optimum safety and performance
    • Non-vented drum brake protects the braking system while operating in adverse conditions
    • Fabricated steel housings with brackets accept most heavy-duty suspensions available in the market
    • Broad selection of axle ratios ranging from 3.46 to 24.8

    Meritor will showcase their new planetary axle series at the ConExpo tradeshow (Booth 63206) at the Las Vegas Convention Center March 4-8.

  5. I realize how excited you are about this move, but I simply don't see anything new here. Ford has allowed their medium truck market share to dwindle to nothing. Despite having a second chance with GMC's withdrawal from the market, Navistar and Freightliner now dominate the medium-duty segment.

    Despite not having invested any meaningful amounts of money in Brazil and Turkey, the company continues to be a major player in both the medium and heavy truck segments. Ford does excite me in those markets. Just imagine what they could do there with some truly new models including a serious Class 8 that could take on the European truckmakers head-to-head?

    However in the US, Ford has made a decision to focus on cars and light trucks. Ford has the money and wherewithal to re-enter the US heavy truck market tomorrow, or to lead in medium truck sales. But their thoughts are elsewhere.

    With Avon Lake, Ford is simply relocating there from Mexico because they have to move somewhere following their divorce with Navistar. It's a move born out of necessity, not an indication of new thinking on the commercial truck side at Ford corporate.

    • Like 1
  6. Ford will shift truck output to U.S.

    The Detroit News / February 26, 2014

    Ford Motor Co. next Friday plans to announce more details of its manufacturing shift of medium-duty trucks from Mexico to the U.S., according to a person with knowledge of the timing.

    The Dearborn automaker will build its F-650 and F-750 trucks at its Ohio Assembly Plant in Avon Lake, Ohio, near Cleveland.

    The switch is likely to take place late this year or in early 2015.

    Ford currently manufactures the F-650 and F-750 in Escobedo, Mexico, through a joint-venture with Navistar International called Blue Diamond Truck LLC. That joint venture dates back to 2001.

    The Avon Lake, Ohio Assembly Plant currently makes E-Series vans. The E-Series will soon be replaced by Ford’s new Transit.

    A Ford spokesman did not comment on the pending move.

    In 2011, Mark Fields, then Ford’s president of the Americas, said, “By moving our commercial vehicle production in-house, we will be able to streamline and strengthen the engineering and manufacturing of our next-generation medium-duty trucks.” Fields is now Ford’s chief operating officer.

    Ford’s plans were first outlined following the 2011 contract agreement with the United Auto Workers.

    That December, the automaker said it would pump $128 million into the Ohio Assembly Plant to support commercial truck production, in part to in-source production of it F53 motor home chassis and F59 commercial stripped chassis.

    Workers at Ohio Assembly Plant were recently fearful that many of them would lose their jobs as E-Series production winds down. But Ford and the UAW in January came to an agreement that protects about 1,400 of the plant’s 1,600 jobs.

    F-650 and F-750 sales are grouped into a combined heavy trucks category.

    Last year, Ford sold 8,682 vehicles in the heavy trucks category, up about 21 percent compared to the previous year.

  7. Most Australian models were built on the R-model chassis (including the Cruise-Liner).

    Note the export style front fenders such as seen on Macks in Iran. http://www.bigmacktrucks.com/index.php?/topic/33150-when-mack-ruled-the-roads-of-iran-part-2/

    The Australian A8 R897RSX was the largest of the Australian off-highway models.

    http://www.bigmacktrucks.com/index.php?/topic/8229-big-aussie-mack/

    http://forums.dhsdiecast.com/default.aspx?g=posts&t=134678

  8. Wall Street Journal / February 18, 2014

    WASHINGTON—President Barack Obama set a timeline Tuesday for his administration to issue new fuel-efficiency standards for freight trucks and tractor trailers.

    The new, stricter standards for medium- and heavy-duty vehicles will be proposed by the Environmental Protection Agency and the Transportation Department by March 2015, he said. The agencies are then required to implement the standards by March 2016.

    Mr. Obama cast the move as one that will reduce America's dependence on foreign oil and will help the economy. "Today America is closer to energy independence than we've been in decades," he said during an event at a Safeway distribution center in Upper Marlboro, Maryland. He said that while heavy trucks account for 4% of the vehicles on U.S. highways, they account for about 20% of on-road fuel consumption.

    The initiative builds on fuel efficiency and greenhouse-gas standards for trucks that the administration set in 2011. The White House projects the new standards will save the owners of the new trucks about $50 billion in fuel costs.

    The American Trucking Associations urged the Obama administration to "proceed cautiously" with the new fuel-efficiency standards.

    While the trade association supported the first round of fuel-efficiency standards implemented by the administration in 2011, ATA President Bill Graves said that any new proposal needs to be economically viable.

    "Fuel is one of our industry's largest expenses, so it makes sense that as an industry we would support proposals to use less of it," Mr. Graves said in a statement. "However, we should make sure that new rules don't conflict with safety or other environmental regulations, nor should they force specific types of technology onto the market before they are fully tested and ready."

    Expensive new rules could be a blow to a highly fragmented U.S. trucking industry, which comprises a number of smaller companies in addition to the big players. Already, the industry is struggling to manage new federal rules introduced this summer which limit driving hours to reduce chronic fatigue and related crashes. The $642 billion industry hauls nearly 70% of all domestic freight.

    The new standards will build on those set by the administration in 2011, when it unveiled rules to lower carbon-dioxide emissions for large trucks by as much as 20% by 2018. At the time, it said there would be higher upfront costs in the form of more expensive vehicles, including an estimated $1,050 for work trucks and $6,220 for supercab tractors.

    Mr. Obama first said in his State of the Union address last month that he would establish the new standards.

    Tuesday's event was intended to showcase Mr. Obama's executive authority as he is struggling to pass initiatives through Congress.

  9. :SMOKIE-RT:I believe those were rosa master pumps developed by a Stanadyne engineer. The one rotating element had to supply all 6 or 8 cylinders. To much work for one part. Unlike the in line and v bosh pumps where each plunger could take a rest while the other 5 or seven supplied fuel. These pumps were on the early ford 6.9's and 7.3's. Would usually last about

    100,000 miles. Rebuilds were about 300-400 dollars. Now one new ford injector is about 350.00 dollars. I think we are going backwards as far as maintenance costs and replacement parts.

    These were American Bosch pumps (as were the pumps the those M35 multi-fuel engines)

  10. Back in October 2011 I was at the Association of the United States Army (AUSA) annual conference. They had a huge exhibit area, and Mack was one of the exhibitors, selling the militarized Granite. I mentioned the Australian military Macks to him, and asked him why didn't Mack sell them to the US military. He didn't know they existed.

    Gee, I'm shocked (sarcasm on my part). The Australian army (ADF) has been running Mack RM-6866RS's from 1981 to the present day (having received several upgrades), and Volvo's people at Mack Defense are clueless. Talk about knowing your business segment and customer base.

    Last summer, after 32 years in service ("Built like a Mack Truck"), the ADF reluctantly agreed to source a replacement - MANs (http://www.bigmacktrucks.com/index.php?/topic/32063-rheinmetall-man-military-vehicles-and-haulmark-trailers-win-158-billion-adf-contract/).

    Not knowing that the ADF ran Macks, one can assume the bright and alert Volvo people at Mack Defense didn't know Australia was shopping for new trucks.

  11. We've talked about 6x2s before (http://www.bigmacktrucks.com/index.php?/topic/34359-nacfe-report-lays-out-6x2-axle-advantages-and-drawbacks/). I think complaints in the U.S. market are related to the primitive 6x2 arrangement being promoted here. It doesn't even come close to comparing with the much more refined 6x2 designs in Europe and elsewhere.

    Whether the dead axle is forward (pusher) or aft (tag) of the drive axle, they should be steered (single tire) and liftable.

    In Europe, they do run some non-steered (liftable) tags. But those trucks are running at 44 metric tons (97,003 lb).

    Page 6 (11) https://til.scania.com/groups/bwd/documents/bwm/bwm_0000027_01.pdf

    • 6x2/4 - Six wheels, of which two are driven and four are steered – by means of an additional steered axle ahead of the drive axle (twin-steer)
    • 6x2*4 - Six wheels, of which two are driven and four are steered – by means of an additional steered axle aft of the drive axle
  12. Heavy Duty Trucking / January 22, 2014

    The 6x2 configuration with a single drive axle in its rear tandem is likely to save highway truck operators an average of 2.5% in fuel compared to the dual-drive 6x4 that currently dominates the market, says a report of a study released Tuesday by the North American Council for Freight Efficiency.

    The study, which involved axle and truck manufacturers and five large fleets, also found that fuel savings would pay back the costs involved with acquiring 6x2 systems in about 20 months.

    Current upcharges of $1,000 to $2,000 per vehicle are likely to disappear with volume production if many fleets switch to 6x2 truck-tractors, and residual values would probably increase as their monetary benefits became better known.

    Lack of traction with two drive wheels instead of four – a common fear among drivers and owners - can be managed with controls that shift weight from the 6x2 tandem’s “dead” axle to its “live” drive axle, says the report, “Confidence Findings on the Potential of 6x2 Axles.” Weight-shifting mechanisms should “automatically” be chosen with any 6x2 purchases, NACFE recommends.

    One negative finding involves tire life.

    “Some in the industry assume that the driven tires of a 6x2 will wear twice as fast as the tires on a 6x4, since only half as many tires are providing thrust,” the study states.

    “But data from tire manufacturers and several fleets indicates that the useable tire life on a 6x2 drive axle is actually about one third that of the 6x4 drive tires.”

    Loss of 6x2 drive-tire life can be offset by using less costly trailer tires on the dead axle, the report says. Trailer tires usually offer lower rolling resistance than drive tires, which will save a bit more fuel.

    Dana Holdings Corp. and Meritor Inc., which build truck axles and offer 6x2 as well as 6x4 drive tandems, sponsored the study and supplied much data for it, said NACFE's executive director, Mike Roeth. But they did not bias the study's findings for or against 6x2s.

    Further support came from Bridgestone Corp., Michelin North America Inc., and Performance Innovation Transport-FP Innovations.

    The report says an NACFE contractor ran track tests using two Kenworth tractors with Dana axles and a Volvo with Meritor axles, which with 6x2 axles together saved 2.3% in fuel after being modified from a 6x4 configuration.

    It cites findings in tests by Daimler Trucks using a Freightliner Cascadia tractor and Volvo Trucks using Volvo VN that together got 1.9% better economy when converted to 6x2s from 6x4s.

    Results of in-service, on-highway testing by five fleets yielded better results – an aggregate economy gain of 3.5% -- the study found.

    Those tests, which also pitted 6x2s against 6x4s, included Kenworths operated by Con-way Truckload, Macks run by United Parcel Service, Volvos run by Nussbaum Transportation, and Freightliners and Internationals run by two fleets that wished to remain anonymous.

    Duration of each fleet test ranged from one to 12 months.

    Averaging the economy gains of the three test groups – NACFE contractor, truck manufacturers and fleets yielded the 2.5% stated in the study’s conclusions. Readers should consider the operations of the participating fleets, which are described within the report, in deciding which results might be closest to what they might see, NACFE says.

    “Given all the data in this report, Trucking Efficiency [NACFE] predicts a rather aggressive adoption of 6x2 axles on new truck production over the next few years, possibly doubling every year: 2% in 2013, 4% in 2014, 8% in 2015 and 16% in 2016,” the report states.

    Greater popularity in coming years will gradually raise resale values of 6x2 tractors, so fleets wanting to convert to them should consider lengthening their trade cycles to capture some of that dollar increase.

    The report also recommends that drivers be trained to properly operate the equipment, and that fleets should go all-out in a conversion so drivers, mechanics and other employees get accustomed to the new fleet spec.

    The complete report can be downloaded at www.nacfe.org/projects.

    http://nacfe.org/wp-content/uploads/2014/01/NACFE-2013-Study-Executive-Report-FINAL-030913.pdf

    http://www.truckinginfo.com/channel/owner-operators/news/story/2014/01/6x2-fuel-savings-average-2-5-in-track-and-fleet-tests-nacfe-study-finds.aspx

  13. Automotive News / February 8, 2014

    WILMINGTON, Del. (Bloomberg) -- Ford Motor Co. must face a new trial on claims the company violated commercial truck dealers’ pricing contracts in the retrial of a case that previously generated a $2 billion award against the company, a lawyer said.

    An Ohio judge concluded jurors were confused when they rejected Ford dealers’ claims the automaker breached sales and service agreements by failing to publish prices for medium and heavy trucks, James Lowe, a lawyer for the truck sellers, said Friday.

    Judge Peter Corrigan ordered Ford to face another trial of the claims, Lowe said.

    “We are gratified to once again have the chance to show Ford took advantage of the dealers by manipulating agreements to divert their profits to the company,” Lowe said.

    Corrigan hasn’t set a new trial date for the dealers’ case, which has already has had two verdicts thrown out. In the first trial in 2011, Corrigan awarded about $2 billion, including about $1.2 billion in interest, to a class of about 3,000 dealers. A state appeals court threw that award out, finding Corrigan improperly excluded evidence that could have helped Ford in the case. In the second trial, an Ohio jury rebuffed the truck sellers’ claims in September.

    Ford spokesman Jay Cooney said the company was disappointed with the judge’s decision to grant a new trial and plans to appeal it.

    Price publication

    “We are confident the appellate courts will reinstate the jury’s verdict, including that Ford did not break the sales and service agreement,” Cooney said.

    The dealers sued Ford in 2002, claiming the company broke an agreement to sell trucks at published prices, forcing them to pay more from 1987 to 1998.

    The dealers said the agreement required Ford to publish all price concessions that were approved for any dealer. Failing to publish discounts given to some meant the others paid more, according to lawyers for dealers, such as Youngstown, Ohio-based Westgate Ford Truck Sales Inc, which serves as lead plaintiff in the case.

    Ford denied committing any breaches or overcharging dealers, contending a program that offered some discounts wasn’t barred by the contract.

    http://www.autonews.com/article/20140208/RETAIL07/140209858/ford-to-face-new-trial-over-commercial-truck-dealers-pricing

  14. Stuttgart, Germany / January 28, 2014
    • The new SLT heavy-haulage vehicle: high-calibre specialist for tough operations
    • The gross combination weight of the new heavy-haulage vehicle stands at 250 tons
    • Cab: functional workplace and comfortable living quarters
    • Covering all contingencies: adjustable fifth-wheel coupling, two heavy-duty couplings
    • Top engine in the top truck: Mercedes-Benz OM 473
    • The only heavy-duty tractor with 16 gears
    • Turbo retarder clutch: unique start-up and braking system
    • Cooling tower: an array of special heavy-duty equipment
    • In-depth testing on test rig, at test site and in practice
    Rounding off the Mercedes-Benz Trucks "A team": the new SLT heavy-haulage vehicle tops the range comprising the Actros, Arocs, Antos and Atego which has been fully revamped in anticipation of the introduction of the Euro VI emissions standard. The heavy-haulage vehicle is an in-house development by Daimler Trucks which holds a wealth of special technical treats in store. From the engine through the cooling system and the turbo retarder clutch to the fully automated 16-speed transmission with special driving programmes, the high-tech truck bearing the Mercedes star combines brawn with deftness of touch and ultra-powerful performance with centimetre-accurate precision. In short: like the classic road vehicles from Mercedes-Benz, the new heavy-haulage vehicle sets new standards in its segment. Designed for a gross truck and trailer weight of 250 metric tons (551,156 lb), the Mercedes-Benz SLT heavy-haulage vehicle is available in numerous configurations with three and four axles based on the Actros and Arocs.
    Heavy-duty transport: the toughest discipline in the transport sector
    Heavy-duty transport covers some of the most fascinating tasks in the transport industry, moving items such as giant turbines and transformers, marine diesel engines, machinery, boilers and wind power plants. The heavy brigade are in a league of their own: heavy-duty tractors transport loads in the order of several hundred tonnes – as solo vehicles carrying up to 250 metric tons (551,156 lb) or as trains comprising up to three tractors with a total train weight of 750 metric tons (1,653,467 lb).
    This may result in vehicle combinations spanning 50 or even 100 m in length, which are nevertheless manoeuvrable with absolute accuracy thanks to sophisticated technology on board as they transport their loads to their destinations on public roads with military precision. The demands on the new heavy-haulage vehicle are high: even in empty state, the combination of tractor and semitrailer or trailer weighs in at around 60 to 65 metric tons (132,277 to 143,300 pounds), which is 1.5 times the customary combined tractor/trailer weight on the roads in central Europe.
    The new SLT heavy-haulage vehicle: high-calibre specialist for tough operations
    The new heavy-haulage vehicle is a high-calibre specialist developed by Mercedes-Benz to meet the requirements of this highly demanding segment. Overall responsibility for development of the vehicle lay with CTT (Custom Tailored Trucks) at the Molsheim plant in France, in close collaboration with the central trucks development team in Stuttgart.
    Customers opting for the new heavy-haulage vehicle benefit from highly specialised vehicles produced by a single manufacturer with perfectly coordinated components: engine, transmission and axles all bear the Mercedes star. The base vehicle for the heavy-haulage vehicle is produced at the truck plant in Wörth and the remaining assemblies are fitted in Molsheim. These include the striking cooling tower behind the cab together with the components installed in the tower, the steered leading axle on the four-axle semi-trailer tractors or the trailer brackets with heavy-duty couplings at front and rear, the adjustable fifth-wheel coupling, a pressure plate at the rear, the so-called catwalk behind the cooling tower and floodlights.
    Diverse range – the made-to-measure heavy-duty tractors
    Mercedes-Benz is producing the new heavy-haulage vehicle in numerous variants. An outstanding choice on all fronts is the air-sprung Actros SLT with the spacious GigaSpace and BigSpace cabs measuring 2500 mm in width. The steel-sprung Arocs SLT based on the particularly robust Arocs Grounder is also available with the BigSpace cab as well as the StreamSpace cab measuring 2300 mm in width.
    The air-sprung Actros SLT comes in the following variants:
    • Actros SLT 6x4, wheelbase 3400 mm or 4000 mm
    • Actros SLT 8x4, wheelbase 4000 mm
    The steel-sprung Arocs SLT is available in the following variants:
    • Arocs SLT 6x4, wheelbase 3300 mm or 3900 mm
    • Arocs SLT 8x4, wheelbase 3900 mm
    • Arocs SLT 8x6, wheelbase 4200 mm
    • Arocs SLT 6x6, wheelbase 3900 mm
    • Arocs SLT 8x8, wheelbase 4850 mm
    All-wheel drive variants of the SLT in 6x6, 8x6 and 8x8 configurations will follow in the course of the spring. These will be deployed first and foremost in export markets. As a genuine global truck the SLT heavy-haulage vehicle will be available with right- and left-hand drive, and in special variants, such as all-wheel-drive vehicles fitted with tyres up to size 14.00R20 for off-road use.
    An extremely high level of individuality is a defining trait of this segment involving highly specialised tasks and a very small market with an annual production output in the low hundreds. Individual companies insist on compliance with their own specifications in the area of electrics and hydraulics, for example, or require unusual paint finishes down to the finest details.
    The gross combination weight of the new heavy-haulage vehicle stands at 250 tons
    The four-axle variants form the core of the range. In this configuration the technically permissible gross vehicle weight stands at 41 tons, with individual axle loads from front to rear of 9 tons, 8 tons and 2 x 13 tons.
    For export markets, higher gross weights for the tractor of up to 48 tons are possible in the case of the Arocs 8x8. The permissible gross truck and trailer weight for all models stands at 250 tons.
    The SLT is an extremely robust high-tech heavy-haulage vehicle which is designed to cope with the highest levels of stress and strain. For operators who do not have to contend with such extremes and who can get by with total truck and trailer weights of up to 120 tons in predominantly easy-going terrain, the heavy-haulage vehicle is also available as a semi-heavy version without turbo retarder clutch and without an auxiliary radiator system. A total truck and trailer weight of 150 tons is then also possible, subject to certain restrictions in the course of individual approval procedures, depending on the equipment on board and the area of operation.
    While the main sales focus of the heavy-haulage vehicle is in Europe, it is also a truck for overseas, such as South America and Africa. For countries with emission regulations below the Euro VI standard, the established Actros model will remain available for the foreseeable future.
    Design: impressive appearance, powerful and elegant in one
    A defining feature of the new heavy-haulage vehicle's impressive appearance is its powerful design. While unmistakeably based on the Actros and Arocs, the SLT heavy-haulage vehicle sports an unchanging hallmark in the form of the bumper centre section sporting an attachment bracket for a heavy-duty coupling to be deployed in pushing mode. Hydraulic and brake connections are provided at this point for such applications. Steps are additionally integrated for servicing work.
    The new element gels harmoniously with the truck's dynamic lines. The bumper corners and side panels on the heavy-haulage vehicle are adopted from the corresponding base vehicle, along with the headlamps and radiator grille. In addition to benefiting the vehicle's appearance, the attendant aerodynamic advantages reduce the susceptibility to soiling along the sides and provide for low wind noise, while also facilitating manoeuvring as a result of the unrestricted field of vision. The stocking of replacement parts is also simplified, as the parts concerned belong to large-scale production models.
    Optional chrome bar with rotating beacons
    Rotating beacons are mandatory for heavy-duty tractors. For the new heavy-haulage vehicle they are optionally available on a chrome bar together with four additional headlamps – a visual highlight for the truck which is practical and attractive in one.
    Equally striking are the side panels on the cooling tower behind the cab, with large cooling air intakes on the right-hand side. The flaps in glass fibre-reinforced plastic harmoniously take up the lines of the cab, lending it a longer appearance. In addition to the cooling system for engine and turbo retarder clutch, the cooling tower also accommodates the hydraulic system, compressed air tank and fuel tank.
    Cab: functional workplace and comfortable living quarters
    Cabs on board heavy tractors are workplaces and living quarters in one. This is where drivers are required to apply their full powers of concentration at the wheel as they operate the vehicle in particularly demanding conditions. Equally, the cab needs to provide a comfortable living environment when the vehicle is stationary for prolonged periods, for example when transportation is only possible when roads are less busy during the night on account of the size of the load or the set route, requiring the driver to rest during the daytime. Cabs also often accommodate a crew of two drivers.
    Accordingly, the heavy haulage vehicle's developers have chosen three spacious long-haul cabs for the SLT from the diverse range of cabs available for the Actros and Arocs. Mercedes-Benz supplies the air-sprung Actros SLT with the "GigaSpace" and "BigSpace" cabs in a width of 2500 mm. The GigaSpace cab boasts a particular abundance of space inside, with up to 2.13 m of headroom, ample freedom of movement and impressive stowage capacity. Workplace and living area are clearly separated in the Actros SLT. The interior's high-quality, appealing and light-coloured materials demonstrate that functionality and a homely atmosphere are not mutually exclusive propositions.
    The SoloStar Concept is a variant offering particular comfort and relaxation during longer stops, with a reclining seat on the co-driver's side. Alternatively, the available space can also be used as a functional work area.
    The steel-sprung Arocs SLT is also available with the spacious BigSpace cab offering 1.99 m of headroom. The interior of the Arocs places the emphasis on functionality and low maintenance, making it ideal for operations in very tough conditions.
    Cockpit - driver-oriented and ergonomically perfect
    Like all Mercedes-Benz trucks belonging to the new generation, the Actros SLT and Arocs SLT benefit from an ergonomically perfect and driver-oriented cockpit with readily legible instruments, an informative colour display and a multifunction steering wheel. Controls and stowage facilities are located within the driver's direct reach. The driver's comfort suspension seat boasts a large seat surface and a backrest with shoulder support. The seat features diverse adjustment options. A climatised suspension seat with massage function is optionally available.
    The comfortable beds on board the heavy-haulage vehicle fit the bill for restful sleep. The beds are 750 mm wide and up to 2200 mm long. A second bed of the same quality is optionally available on the upper level in the heavy-haulage vehicle.
    Stowage compartments with a capacity of up to 558 l are available under the bed. These are accessible via large stowage flaps on the left and right. To this end, the air intake for the engine runs behind the cab along the right-hand side of the vehicle. A refrigerator can optionally be integrated in the spacious drawers of the centre section under the bed. Large, locking stowage compartments above the windscreen can hold up to 332 l of luggage.
    The Actros SLT and Arocs SLT are optionally available with a multifunction key. Reminiscent of a smartphone in terms of design and functionality, this key combines the functions of an enhanced central locking system with those of a complete departure check. The multifunction key also serves as a remote control for the radio, auxiliary heating and the optional stationary air conditioning system.
    Strong frame: the SLT's sturdy backbone
    A reinforced frame is the robust backbone of the new heavy-haulage vehicle. Depending on the variant concerned, the frame is 834 mm wide overall with longitudinal members measuring 8 mm in thickness (Actros SLT with air suspension) or 744 mm wide with longitudinal members measuring 9 mm in thickness (Arocs SLT with parabolic suspension). Reinforcements developed especially for the heavy haulage vehicle are additionally incorporated. The longitudinal members are unwelded and consist of cold-worked fine-grained steel, guaranteeing maximum loading capacity and stability.
    On the side of the frame there is space for the AdBlue tank with a capacity of 60 l (Arocs) and 75 l (Actros) as well as the batteries arranged in space-saving configuration one on top of the other, and the exhaust system. The so-called "catwalk", a platform behind the cooling tower, provides a safe and convenient means for the driver to walk on the frame in front of the fifth-wheel coupling.
    Covering all contingencies: adjustable fifth-wheel coupling, two heavy-duty couplings
    The new heavy-haulage vehicle is available with various fifth-wheel couplings. An adjustment device is also optionally available to optimise the axle loads according to the given payload. For pushing and towing operations – when in use as part of a heavy-duty train, for example – the new heavy-haulage vehicle can be equipped with attachment brackets for heavy-duty couplings at front and rear. In this case, the Rockinger 56 E coupling is used.
    The heavy-haulage vehicle is also optionally available with a ballast platform. This ensures the necessary traction when using drawbar trailers or when the heavy-haulage vehicle performs a towing and pushing function as part of a train comprised of several heavy-duty tractors.
    Top engine in the top truck: Mercedes-Benz OM 473
    A fitting candidate for a superlative to the term "heavy-duty" would be the Mercedes-Benz OM 473 six-cylinder in-line engine. This engine matches the requirements of the new Mercedes-Benz SLT heavy-duty tractor to perfection. Thanks to its flexibility and tractive power, the engine can be adopted into the heavy-haulage vehicle without any modifications whatsoever. Individual parameterisation is attained instead via the available driving programmes. The OM 473 is the pinnacle of the new generation of engines from Mercedes-Benz, its vital statistics of 15.6 liter displacement, 460 kW (625 hp) of output and up to 3000 Nm of torque clearly indicating that this is a power plant that means business.
    Superlative performance and robustness are defining characteristics of this engine. Its rated speed is exceptionally low, at just 1600 rpm. This means vast power in the main operating range. Around 2500 Nm of torque are on tap directly from just above idling speed on all variants. This gives rise to unusual flexibility and pulling power – a major benefit above all in heavy-duty transport. The engine's outstanding performance also extends to its spontaneous and powerful response to accelerator movements.
    The OM 473 is available in three output ratings:
    Output / Maximum torque
    380 kW (517 hp) at 1600 rpm / 2600 Nm at 1100 rpm
    425 kW (578 hp) at 1600 rpm / 2800 Nm at 1100 rpm
    460 kW (625 hp) at 1600 rpm / 3000 Nm at 1100 rpm

    Technical gem: the turbo-compound system
    Among the technical treats that the engine holds in store is the turbo-compound system. This is one of the prime reasons for the engine's high performance. The term "turbo-compound" refers to a second turbine downstream of the exhaust gas turbocharger. This second turbine uses the energy which is still available in the exhaust gas after passing through the turbocharger to achieve a further increase in efficiency. The power is transmitted via a shaft and a hydrodynamic clutch to the engine's gear drive and thus directly to the crankshaft.
    The turbo-compound system is directly tangible to the driver in the form of yet more spontaneous engine response right from the low rev range. At the same time, the system also results in fuel savings when operating at the high loads which are typical for heavy-duty tractors.
    Robust and durable engine design
    The exceptionally robust and durable design of the OM 473 makes it ideally suited to the high demands of heavy-duty transport. The cast-iron crankcase consists of a patented alloy and is highly rigid on account of its ribbing. The single-piece pistons are made of steel. Wet cylinder liners ensure optimum cooling of the engine. The engine's one-piece cylinder head in vermicular graphite cast iron is highly stable and designed for ignition pressures of more than 200 bar. The compact and rigid wheel gear at the output end of the engine drives the two overhead composite camshafts, for example.
    X-Pulse: unique injection process with pressure boost
    As with the other new-generation Mercedes-Benz heavy-duty engines, fuel injection is carried out by a flexible common rail system with X-Pulse pressure booster. The maximum pressure of 900 bar in the common rail is boosted to as high as 2100 bar in the individual injectors.
    The X-Pulse injection system which is used exclusively by Mercedes-Benz adapts the injection process continuously and individually for each cylinder according to the prevailing engine operating conditions. Injection timing, injection quantity, the number of injections and the injection pressure are variable. Modulation of the injection pressure is also possible.
    This is crucial to both smooth running and low fuel consumption. X-Pulse benefits owners of the new heavy-haulage vehicle - notwithstanding the fact that fuel consumption in this segment attains levels that are not comparable with those of conventional vehicles.
    Maintenance and oil-change intervals for heavy-duty tractors vary according to the individual degree of wear and tear and intensity of use, and are duly indicated on the cockpit display.
    Extremely high-performance decompression engine brake
    The supercharged decompression engine brake on the OM 473 which goes by the name of "High Performance Engine Brake" is a boon in heavy-duty transport. The driver activates the brake in two stages via the right-hand steering-column lever, triggering a very fast response. The engine brake attains an impressive output of up to 475 kW (646 hp). This enables the driver to keep heavy weights under control on downhill gradients without incurring any wear.
    Efficient emission control for the Euro VI emissions standard
    Virtually complete combustion and cooled exhaust gas recirculation result in low untreated emissions from the engine. The extremely efficient emission control is based on the BlueTec technology from Mercedes-Benz with SCR technology and injection of AdBlue into the exhaust gas. In the downstream SCR catalytic converter, harmful nitrogen oxides are converted into the harmless constituents nitrogen and water. A particulate filter is also deployed.
    The only heavy-duty tractor with 16 gears
    The engine power is transferred by the Mercedes G 280-16 transmission with PowerShift automatic gearshift – the only automated transmission with 16 gears on a heavy tractor. For use on the heavy-haulage vehicle, the developers have boosted the transmission, enabling it to transfer the full maximum engine torque of 3000 Nm. 16 gears with close ratios ensure that the appropriate gear is available at all times. Ratios of 11.7 in first gear and 0.69 in top gear result in a large spread of 16.96.
    The heavy-haulage vehicle benefits from the latest Mercedes PowerShift 3 generation offering extremely simple operation by steering-column lever. The automatic gearshift operates with exceptional speed and precision – shifting takes place up to 20 percent more quickly than on the previous model. This benefits the SLT heavy-duty tractor even more than all the other trucks from Mercedes-Benz: particularly when handling heavy loads on steep gradients, swift gear-shifting ensures the appropriate follow-on speed in the next-highest gear. PowerShift 3 also detects when the vehicle is operating in pushing mode on a downhill gradient, maintaining the engaged gear in the interests of the maximum braking effect for the engine and the turbo retarder clutch.
    The crawl function of PowerShift 3 with integrated manoeuvring mode facilitates moving off and centimetre-precise manoeuvring. The heavy-haulage vehicle makes things very simple for its driver, who can exit manoeuvring mode again by a kickdown on the accelerator pedal.
    Particularly fast "heavy" transmission mode for the SLT heavy-haulage vehicle
    Various driving programmes and driving modes are tailored specifically to the heavy-haulage vehicle's areas of operations. Customers buying the heavy-haulage vehicle can choose between the "power" or "heavy" driving programme, for example. Various driving modes are available within the respective driving programmes.
    "Standard" driving mode stands for a particularly economical style of driving, on empty runs or when transporting light loads, for example. This driving mode already adapts to the high gross vehicle weights of a heavy-duty tractor. In "manual" driving mode, drivers are able to select the gears themselves. In "power" driving mode, gear-shifting takes place at an increased engine speed.
    Mercedes-Benz has developed "heavy" driving mode especially for the heavy-haulage vehicle. Here the shift points are set even higher. Shifting takes place particularly quickly in accordance with the prevailing torque requirements, and gears are not generally skipped. In this mode, the heavy-haulage vehicle copes effortlessly with even the most difficult driving situations, such as moving off on 10 percent uphill gradients with a gross truck and trailer weight of 250 tons.
    In order to maintain the vehicle's speed reliably when carrying heavy loads in hilly and mountainous terrain, the driver can switch off the transmission's standard-specification EcoRoll function. In "power" and "heavy" modes it is completely deactivated. The driver can also influence the transmission via a kickdown function.
    Turbo retarder clutch: unique start-up and braking system
    The turbo retarder clutch is one of the special features of the Mercedes Benz Actros and Arocs SLT, combining a hydrodynamic start-up clutch and a retarder in a single component. The turbo retarder clutch is more compact in design than other start-up systems. It is lighter while at the same time serving as a highly effective retarder. The turbo retarder clutch enables precision and wear-free starting up as well as manoeuvring at the lowest speeds – both of which merits are of outstanding importance for a heavy-duty tractor.
    The pump impeller and turbine wheel face each other in non-contact configuration in the turbo retarder clutch. The moving pump impeller is at the engine end, while the turbine wheel is installed at the transmission end. Power transmission between impeller and wheel takes place in wear-free mode by means of an ATF fluid.
    Wear-free start-up at full torque
    Starting up at the maximum gross vehicle weight requires engine speeds of around 1100 to 1300 rpm for a heavy tractor. When the driver steps on the accelerator, compressed air pumps fluid into the turbo retarder clutch, establishing a frictional connection between engine and transmission input shaft. This form of power transmission offers the benefit of fast yet gentle and wear-free transmission with high slip at full engine torque of up to 3000 Nm. The quantity of fluid is controlled, enabling torque transmission to be adapted to the individual driving situation and the accelerator position.
    Directly after the start-up procedure, the turbo retarder clutch is bypassed and the fluid is discharged from the housing by means of centrifugal force – frictional connection between engine and transmission is now effected with maximum efficiency via a conventional friction clutch. Depending on the load, gradient and selected programme, the laden heavy-duty tractor will now operate in first or second gear.
    As there is no starting-up with a slipping clutch on the heavy-haulage vehicle, a single-plate dry clutch is employed. On the semi-heavy version without turbo retarder clutch a two-plate dry clutch is used.
    Enhanced dynamics, fast torque build-up
    The new heavy-haulage vehicle features the second generation of the turbo retarder clutch, boasting a further increase in dynamic performance and enhanced stability. A significant reduction in the time required to discharge the fluid in the turbo retarder clutch leads to faster subsequent shifting and increased acceleration of the laden vehicle combination. The fast build-up of torque prevents the vehicle from unintentionally rolling back when moving off on uphill slopes.
    The combination of the powerful OM 473 engine and the second-generation turbo retarder clutch results in extremely spontaneous and dynamic starting and fast response to movements of the accelerator pedal, even when high gross truck and trailer weights are involved. Thanks to this technology and the engine characteristics, the heavy-haulage vehicle is also astoundingly easy to drive, even with a full load.
    Sophisticated control functions for special situations
    The turbo retarder clutch additionally incorporates sophisticated control functions. Prefilling of the hydrodynamic clutch housing with fluid takes place according to the given situation – for example when the vehicle is stationary on a level surface with a gear engaged, in the interests of dynamic starting.
    On uphill gradients with a forward gear engaged, prefilling of the transmission housing enables the laden vehicle combination to be rolled back deliberately for manoeuvring purposes, controlling the intensity of this function with the accelerator pedal. "Abseiling" in this way enables the vehicle to be rolled back as appropriate without using the brakes and thus without consuming compressed air. At the same time, the heavy-haulage vehicle is also able to move off again quickly.
    The powerful braking function of the turbo retarder clutch
    During braking, the turbine wheel is fixed in position and fluid is pumped into the housing once again – in this case the turbo retarder clutch acts as an effective engine-speed retarder.
    With vehicle combinations weighing in at up to 250 tons, in many driving situations the available brake power is actually more crucial than the engine output. The heavy-haulage vehicle benefits firstly from its engine's vast brake power of up to 475 kW (646 hp) with the High Performance Engine Brake. The integrated engine-speed retarder of the turbo retarder clutch contributes an additional 350 kW (476 hp).
    To ease the strain on the transmission, the sum total power of the two high performance brakes on the heavy-haulage vehicle is limited to a system brake power of 720 kW (979 hp).This power is not limited to the rated speed however, but is available across a broad rev range, guaranteeing the utmost in safety and the minimum possible strain on the service brakes even when driving downhill at the maximum gross vehicle weight.
    The driver can firmly rely on the vehicle's high continuous braking power in practice, as the installed cooling system with the cooling tower behind the cab in conjunction with the standard cooling system under the cab discharges the generated heat with ease. Even outside temperatures of 50 degrees Celsius in conjunction with maximum engine output at low speed fail to push the cooling system to its limits.
    Cooling tower: an array of special heavy-duty equipment
    The elegantly enclosed rear cooling tower behind the cab houses an array of special heavy-duty equipment. The cooling system combines the cooling for the engine and the turbo retarder clutch in a single water circuit.
    This boosts the cooling capacity and, in turn, the performance capabilities of the heavy-haulage vehicle. Conversely, the common circuit enables the engine cooler to be used during braking. The cooling system is controlled via a CAN data bus system.
    The cooling system demonstrates once again the advantages of fully integrated development from a single manufacturer: the radiators and fans have been adopted from Mercedes-Benz buses, while the water pump and compensation tank derive from Mercedes-Benz trucks. This reduces the number of complex special components and simplifies the stocking of replacement parts.
    For optimum operation of the cooling system, the cooling air intake is integrated in the side panelling on the right-hand side. This ensures that even when travelling at low speeds air is drawn in at ambient temperature, rather than taking in exhaust air from the vehicle's own assemblies.
    Hydraulic system with separate circuits for tractor and semitrailer
    The cooling tower also houses the hydraulic system. This is operated by the engine's PTO. The new heavy-haulage vehicle incorporates separate circuits for the hydraulic fluid of the tractor (auxiliary water pump, fan drive) and the semitrailer respectively. This prevents unspecified or even contaminated fluid from a semitrailer from entering into the tractor's circuit. At the same time, this configuration also ensures that the two circuits can be operated at full load independently of one another. Three inspection windows show the fluid levels.
    Large range thanks to a 900 liter fuel tank
    An aluminium fuel tank with a capacity of 900 liters is accommodated in the bottom level of the cooling tower. This ensures a large range – mindful that it is no simple matter for a bulky and heavy heavy-duty vehicle combination to pull up at a filling station. The formula is simple: the vehicle combination must be capable of completing a night-time stretch without calling in at a filling station.
    The compressed air tank, a fuel cooler and a cooler for the hydraulics are also housed here. Three floodlights at the top of the cooling tower illuminate the rear of the vehicle at night.
    Drive axles: technically permissible load of 16 tons per axle
    The drive axles on the heavy-haulage vehicle take the form of extremely robust planetary axles produced in-house at Mercedes-Benz. Their standard of engineering and technology has been tried and tested in millions of applications in the toughest conditions.
    The standard ratio is i=5.333. With the employed tyres of the appropriate load rating in size 315/80R22.5 for the drive axles, this results in an engine speed of 1490 rpm at a vehicle speed of 80 km/h. This predestines the heavy-haulage vehicle for a high level of tractive power. Additional final drive ratios spanning the range from i=4.833 to i=6.0 enable the heavy-haulage vehicle to be tailored precisely to the individual customer's wishes and operational needs. The drive axles are designed for a technically permissible axle load of up to 16 tons.
    The rear axles on the heavy-haulage vehicle are air-sprung as standard. The hallmark is the four-bellows air suspension which is familiar from the Actros. In conjunction with the wide frame, this suspension ensures good road holding, facilitates loading and unloading, reduces noise levels when the vehicle is unladen and, not least of all, provides for enhanced ride comfort. The Arocs SLT always comes with parabolic springs on all axles. These are fitted with various spring packs, according to the type of deployment for the vehicle.
    Front axle with three load capacity ratings and Servotwin steering
    The front axle is identical in design on the Actros SLT and Arocs SLT (6x4 and 8x4), with parabolic springs and disc brakes all-round (with the exception of the all-wheel-drive variant). This axle is available for the Actros and Arocs with a load capacity of 7.5, 8.0 or 9.0 tons (16,535, 17,637, or 19,842 pounds).
    The special technical features of the SLT 8x8 include its steering, the new electro-hydraulic Servotwin steering system for four-axle trucks, which provides speed-sensitive steering power assistance and active steering return. In addition to offering unprecedentedly smooth, easy and precise steering, this also ensures that the heavy-haulage vehicle is fully steerable when stationary, for perfect manoeuvring.
    Leading axle: air-sprung and steered
    Other special features of the new heavy-haulage vehicle include the electro-hydraulically steered and air-sprung leading axle which is produced in-house for the four-axle models. This axle, including its suspension, is based on a front axle from the trucks range. It has a load capacity of up to 8.0 tons. Briefly unweighting the axle increases traction.
    Both the front axle and the leading axle can be factory-fitted with tyres in size 385/65 R 22.5. The wheelbases of the three- and four-axle trucks have been kept very short in the interests of manoeuvrability, with the exhaust system for compliance with the Euro-6 emissions standard imposing the sole restriction.
    In-depth testing on test rig, at test site and in practice
    The development process for the new heavy-haulage vehicle began with the policy decision to adopt the project at the beginning of 2010. Comprehensive testing paved the way for the introduction of the heavy-haulage vehicle. The cooling system, for example, was examined both in computer simulations and in extensive tests on a test rig.
    Prototypes were also put through their paces in in-house testing. An entire year was devoted to fine-tuning the powertrain including the turbo retarder clutch and cooling system, for example. By way of example for the type of testing carried out: on a cordoned-off road circuit, a heavy-haulage vehicle equipped with a low-bed trailer was subjected to ballast in 20 ton steps in the form of concrete blocks until its maximum load capacity was reached.
    The demands on the heavy-haulage vehicle are exacting: in all configurations, it is required to complete five start-up procedures in succession at the full gross truck and trailer weight on a 10 percent uphill gradient. The same applies to individual approvals for the semi-heavy version.
    The new heavy-haulage vehicle has already put in an excellent showing in practice, too: over a period of more than a year, heavy-duty transport companies in Germany and Switzerland have subjected the heavy-haulage vehicle to intensive trials on 12 drives. The very first drive took the heavy-haulage vehicle from Munich to Mannheim as a 220-ton (485,017 lb) combination with a locomotive on a low-loader trailer in tow. On other trips it transported an oversized wheel loader and a gas tank, for example.
    These trials confirm that apart from pioneering unique technology and engineering, the new heavy-haulage vehicle from Mercedes-Benz also sets new standards for heavy-duty tractors in practice.
    .
  15. Wall Street Journal / February 4, 2014

    Chrysler Group LLC said Tuesday its Ram 1500 EcoDiesel pickup truck has earned a U.S. EPA-estimated rating of 28 miles a gallon in highway driving, setting a new bar to top for truck brands, and especially Ford’s lightweight, aluminum-bodied F-150, due out later this year.

    Chrysler, now owned by Italy's Fiat SpA, took the highway fuel-economy crown more than a year ago with the rollout of a new gasoline-powered Ram 1500 that, when equipped with a V6 engine and 8-speed transmission, gets 25 mpg highway.

    The mileage ratings for Ram are significant as the industry's closely watched pickup truck wars heat up this year with Ford planning to introduce a new aluminum-bodied version of its best-selling F-150 pickup.

    Ford has yet to release fuel-economy numbers on the new F-150, which is 700 pounds lighter than the current model. But at the Detroit auto show in January, Ford Chief Executive Officer Alan Mulally said he was "absolutely" confident the redesigned pickup would deliver class-leading fuel economy.

    Asked whether it would get 30 mpg highway, Mr. Mulally replied: "We're absolutely going to be the leader."

    Company officials clarified Tuesday that the new F-150 would lead the class in fuel economy against other similar gasoline engines.

    "Even customers who choose a base model F-150 are going to get improved efficiency," a Ford spokesman said, referring to the redesigned truck that will go on sale this year.

    "They don't have to buy a special engine to get best-in-class efficiency or performance."

    The sparring over fuel economy comes as Detroit's Big Three auto makers are profiting from a surge in demand for large pickups, boosted by stable gasoline prices and a slowly recovering economy.

    Ram's pickup sales shot up 21% last year to 355,673 vehicles. In January, Ram pickup sales rose 22.5% while Ford F-series sales were flat, and Chevrolet Silverado sales dropped by 18%.

    The new Ram diesel goes on sale this month. It will be the first light-duty diesel truck to hit the market in nearly 15 years.

    Opting for the diesel over the gasoline-powered model won't come without a cost.

    The new 1500 EcoDiesel V6 will cost buyers $2,850 more than the base model of the gasoline version, which starts at $24,200. Diesel fuel also is more expensive, currently averaging about 60 cents more per gallon than gasoline.

    "To put the Ram 1500 EcoDiesel in context, it gets 6 mpg better fuel economy than the best F-150 EcoBoost," said Reid Bigland, chief executive for the Ram brand.

    "Overall, the Ram 1500 EcoDiesel has outstanding pickup truck capability with compact-car-like fuel economy."

    The turbocharged V6 EcoBoost engine that Ford offers on its current F-150 is meant to supply V8 power with improved fuel-efficiency. It gets 22 mpg highway, but costs buyers $2,095 more than the base engine.

    In the 2015 F-150, Ford will launch a 2.7-liter V6 EcoBoost engine that the company expects will best all other "like" gasoline engines for fuel economy.

    Auto companies are under pressure to improve fuel savings, particularly on large trucks and SUVs, not just because of consumer pressure but also because U.S. government fuel-economy requirements are set to climb sharply toward a target fleet average of 54.5 mpg by 2025.

    For the Detroit auto makers, pickup trucks are huge profit generators and ceding sales to rivals could have put a dent on earnings. Analysts estimate that such trucks on average generate between $8,000 and $10,000 in operating profit.

    Chrysler is opting for a different strategy for improving the Ram's fuel-economy numbers than Ford's move to an all-aluminum body. Instead, Chrysler is making changes under the hood, such as adding an 8-speed (ZF 8HP based) transmission, the diesel option and a more efficient gasoline six-cylinder model. With more gears, the transmission can keep the engine running at the most efficient level through a broader range of speeds.

    Last year, General Motors redesigned its full-size trucks, the Chevy Silverado and GMC Sierra, but their fuel-economy ratings remain behind those on the Ram 1500.

    The 2014 Chevy Silverado, for instance, is rated at an EPA-estimated 24 mpg on the highway when equipped with a similar V6 gasoline engine.

    Toyota and Nissan also sell full-size pickups but their share of the pickup truck is much smaller. The fuel economy of their trucks also lags that of the domestic rivals.

    Nissan, however, plans to offer a (Cummins) diesel engine on its next-generation Titan pickup, although it is unclear when exactly it will debut.

  16. to bad mack didnt stay independent . if they hadnt gone in with signal they never would of ben sold to renault and later volvo. renault allowed mack to do its own thing but still got gobbled up by volvo. didnt paccar almost buy mack in the late 80s or early 90s ?that would of been a better end result . mack could of been paccars east coast heavy vocational and regional brand and with paccars cash could have kept improving mack engines and transmissions . maybe even mack e9 v8s would be powering peterbilt and kw long haul trucks today. oh well i guess we will never know.

    That's not exactly what happened. Signal was very good to Mack, providing substantial capital to the company while allowing Zenon C.R. Hansen to run his own ship.

    Aside from when Signal purchased Universal Oil in 1975, Signal was heading down the road to being an aerospace and technology company from the moment they acquired Garrett in 1964. So it should come as no surprise that by the early 1980s, Signal was deciding that trucks was not on the same radar screen as aerospace and technology.

    The original reason that Mack and Renault began doing business together was solely to market a medium truck in the U.S. market. And the Mid-Liner was terrific.

    When Signal offered a 40 percent of its Mack stake to Renault in 1983, it made perfect sense. Like Signal, Renault allowed Mack to operate with a tremendous degree of autonomy. But unlike Signal, Renault immediately became a major customer for Mack engines and engineering. It was a good fit with attractive synergies.

    Signal's public sale of 50 percent of its remaining Mack shares demonstrated Signal's decision to focus its investments in technology.

    FYI:

    Year 1990 - http://articles.mcall.com/1990-07-20/news/2761289_1_renault-vehicules-industriels-mack-trucks-rvi

    Year 2000 - http://www.thefreelibrary.com/Navistar+Draws+Takeover+Offer+From+Truck+Competitor+PACCAR,+Stark's...-a065633850

  17. Transport Topics / February 6, 2014

    Swedish truck-maker Volvo AB said it is more than doubling planned job cuts to 4,400 as its fourth-quarter operating income dropped 17% to 996 million kronor (US$180.1 million).

    Sales in the fourth quarter rose 8% to 76.6 billion kronor (US$13.9 billion), and revenue increased 11% in its truck division.

    Truck deliveries increased 15% in the fourth quarter to 61,613.

    In announcing the earnings, Volvo also said it would increase planned “white-collar” job cuts to about 4,400 jobs, from a previously announced 2,000 amounting to about 4.6% of its workforce. The company said it is part of a plan to save about 4 billion kroner in 2015.

    Full-year operating income dropped to 7.1 billion kroner (US$1.28 billion) from 18 billion kroner (US$3.26 billion) the year prior. Revenue declined to 273 billion kroner (US$49.4 billion) from 299 billion kroner (US$54 billion) in 2012.

    “Although we still have a couple of quarters ahead of us before we are completely through the group’s largest product renewal ever, this year will be characterized by efficiency improvements, including a reduction in activities and costs, as well as personnel reductions. This will play an important part in the work to achieve the group’s strategic and financial targets,” Volvo CEO Olof Persson said in a statement.

    The company said the job cuts would happen in several divisions including group trucks operations, group trucks technology and group trucks sales and marketing, as well as human resources.

    http://www.ttnews.com/articles/basetemplate.aspx?storyid=34102&t=Volvo-Doubles-Planned-Job-Cuts-as-4Q-Earnings-Fall

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