Have you ever envisioned a contemporary 9670 model?
The acquisition of Navistar worth $3.7 billion is nearing completion, as revealed by a recent update on equipment fleet management.
The MAN Scania trucks are oversized for American roads due to their width. If I remember correctly, the cab measures 3 meters across. This could potentially pose challenges for navigating through narrower lanes and bridges in the United States.
According to funwithfuel, the MAN Scania trucks are too wide for American roads, with a cab that measures 3 meters across. However, I found it cramped when I drove them, especially with body armor, ammo, and water canteens on board. Whether it's 3 meters or 8.5 feet wide, space is limited.
In my area, International used to dominate the school bus and municipal truck market, known for their reliability and affordability. However, about 10 years ago, their reputation started to decline, leading to a shift to brands like Bluebird and Freightliner. Even a local gravel hauling company made the switch to Peterbilt. Recently, there has been a resurgence of interest in International vehicles, now powered by Cummins engines. Growing up, International Harvester was a strong and trusted brand, with fond memories from the 60s and 70s. Despite this, there were reports of issues from the early 2000s until now.
They persisted with their all-EGR NOx reduction strategy for too long, believing that customers would prefer diesel-only trucks over those using DEF. Despite their solution not meeting requirements and lacking reliability, company insiders seemed to have unwavering pride in their chosen direction. This ultimately led to a delayed realization that a change in strategy was necessary.
In the 1980s, Volkswagen manufactured compact cab over trucks for popular truck manufacturers such as Kenworth and Peterbilt. Are you more familiar with the Volkstar or Naviwagen models?
According to Birken Vogt, the company stubbornly adhered to their EGR NOx reduction strategy for too long, hoping that customers would avoid DEF and prefer diesel-only trucks. This decision proved to be a mistake as their solution failed to meet regulations and lacked reliability. It appears that someone within the company had a strong belief in their approach, refusing to listen to feedback until it was too late. This information sheds light on the company's misguided pride in their chosen direction.
I am baffled by the lack of a massive class action lawsuit against the companies producing vehicles with teir4 engines. Since the introduction of teir4 emissions regulations, I have found myself constantly working on these engines more than any other repairs. The majority of my workload now consists of fixing teir4 emissions issues.
Funwithfuel mentioned that MAN Scania trucks are too wide for American roads, with the cab measuring 3m across. It used to be that 102" wide trailers were not common in the US, but times have changed with different transportation strategies. Many bridges are also being modified, leading to the disappearance of old 9' lanes on major US highways. Although there are still some lanes of this size, there are solutions for negotiating around them, especially for oversize, overwide, and overweight loads that are currently being transported.
Paul Council expressed his surprise that there has not been a large-scale class action lawsuit filed against companies for their problematic tier 4 engines. Since the introduction of tier 4 emissions standards, he has found himself spending more time maintaining these engines than any other repairs. In fact, 99% of his workload is related to tier 4 emissions. While he is not familiar with class action law, he believes that a possible defense for these companies could be claiming that the poor performance of tier 4 engines is simply an "industry standard."
In a funwithfuel forum post, it was mentioned that MAN Scania trucks are too wide for American roads, with a cab width of approximately 3m. However, upon further investigation, it was discovered that the actual overall width of these trucks is 2.49m or 98 inches. Despite this, the likelihood of European-style trucks making a significant impact in the American market remains low due to lack of demand. This is not a new development, as Mack has been owned by Volvo and Freightliner by Daimler for a number of years. For more information and images of MAN Scania trucks, please refer to the link provided.
It is evident that both trucks and equipment experience significantly increased downtime since the implementation of Tier 4 regulations. Although I have not documented this trend yet, I am confident that downtime has at least doubled compared to pre-Tier 4 levels.
My unique technical expertise allows me to excel in complex troubleshooting tasks, which is why I often get called in for challenging jobs. Recently, I was brought in to diagnose a situation that had stumped others, despite the customer having spent a substantial amount trying to fix the issue. After meticulously inspecting the system and reviewing past repair work, I pinpointed the source of the problem: a leaky injector that was contaminating the SCR. This successful diagnosis saved the customer from further wasted expenses and downtime.
While many focus solely on electronic malfunctions, it is crucial to consider how mechanical issues can also lead to electronic problems. This has been a common occurrence since the introduction of ECM systems in cars and light trucks. Don't overlook the connection between mechanical faults and electronic adjustments.
While many focus solely on electronics failures, they often overlook the connection between mechanical issues and the resulting electronic malfunctions. This has been a common occurrence since the introduction of ECM systems in cars and light trucks. I once knew an experienced mechanic who continued to repair trucks even during the DPF era. He may have had access to computers, but he preferred relying on his investigative skills to diagnose and fix problems without the need for technology. He has since retired, leaving behind a legacy of hands-on problem-solving in the automotive industry.
It is important to note that the current emissions standards were set by the Environmental Protection Agency and not determined by individual engine manufacturers. While it may be challenging to attribute all manufacturer issues to them alone, Navistar's situation stands out. The decision to incorporate additional components to meet the new regulations was based on the principles of physics and chemistry, which the engineering team at Navistar may have underestimated. A leader with a strong ego enforced their preferred engine designs without considering alternative options.
One recurring issue I faced with International trucks was the lack of parts support from dealer networks. A personal experience with an International Scout from the early sixties highlighted this issue when I needed radiator hoses. Despite being directed to the International dealer, the parts took longer to arrive than initially promised. This experience, dating back to the late sixties, reflects the ongoing challenges with parts availability from International.
The recent acquisition of International could potentially signal a strategic move to refinance the company. However, real change may only occur with the replacement of top executives. Keeping an eye on any leadership changes will be crucial in evaluating the company's future prospects.
Paul Council expressed his surprise at the absence of a widespread class action lawsuit targeting companies and their Tier 4 engines. Since the implementation of Tier 4 emissions regulations, he has found himself spending more time on maintaining these engines than on other repairs, with 99% of his workload related to Tier 4 emissions. This trend, he believes, is largely driven by the environmental movement's agenda to make it increasingly challenging to produce efficient internal combustion engines. According to Council, the environmental movement and its governing bodies are the ones who should be held accountable through legal action.
It is now my turn to discuss the impact of Diesel engine companies' lack of preparation for EPA regulations. Companies in the Diesel engine industry were aware of the impending EPA rules as far back as the 1960s, yet many chose to delay compliance. Ford, for example, introduced the Thermactor emission system in 1966 to meet California emissions standards, which eventually became standard equipment. However, other Diesel engine manufacturers procrastinated on investing in research and development until the late 90s and early 2000s, putting them at a significant disadvantage. Many companies adopted a reactive rather than proactive approach, choosing to let customers bear the brunt of compliance issues.
Caterpillar and Cummins were among the companies that struggled with emissions regulations. Caterpillar faced hefty fines for failing to meet emissions standards from 2005 to 2007, prompting them to discontinue their on-road engine series. Cummins attempted to replicate the Detroit DDEC V system but faced challenges in effectiveness. The introduction of DPF systems saw initial shortcomings, although later versions have shown improvements.
The industry's tendency to delay action has had significant consequences, particularly evident in International's case. Poor decision-making by upper management, such as neglecting early investments in the future, has resulted in significant losses for the company.