After a 5 months journey, the Overland 12 expedition is reaching its last stage. Started in January in North Africa, the expedition’s itinerary passed through rugged condition of many road sections and geographical barriers to reach South Africa and is now in its last leg towards Egypt.

The expedition’s progress is relying on Iveco’s vehicles; two 330.30 ANW 6×6, an Iveco Trakker 6×6 and Daily 4×4 as well as two Massif 5-door 4x4s. All the way through the Overland 12 adventure, the 16-strong crew devotes a particular attention to humanitarian projects and social solidarity in local communities.

Here are some of the pics of the expedition, courtesy of Iveco.

The world premiere of the FMX took place simultaneously at the recent exhibitions in Munich (bauma 2010, April 19-25) and Moscow.

Built specifically for heavy construction tasks, this truck will be available on European markets in September, followed by a global rollout during the rest of the year.

Here is the video of the unveiling.

Acknowledgement: Volvo

Here is the video of the new Volvo FM.

As Nissan finalizes plans to bring its first production commercial vehicle (CV) to the North American market in late 2010, it is starting with a truly ground up design – from its rugged ladder frame to the roof rack mounting brackets on the top of the innovatively conceived and styled body.

The first production models in Nissan’s new North American CV lineup are the 2011 Nissan NV1500, NV2500 HD and NV3500 HD. They will be available with a choice of 4.0-liter V6 and 5.6-liter V8 engines and in two body styles, Standard Roof (all models) and High Roof (NV2500 HD and NV3500 HD only) – with High Roof models offering stand-up walkthrough/work cargo area capability.

“It’s been too many years since any manufacturer in this segment has taken a ’clean sheet’ look at the needs of owners and operators in the CV segment,” said Castelli. “We’ve invested more than five years researching the comfort, style and smart functionality demands that will enable business owners to accomplish more throughout their day. We plan on coming out of the box with segment-busting vehicles, so customer input was essential.”

The NV planning team employed a wide range of innovative customer research methodologies, including focus groups, on-site visits and concept reviews. The quantitative and qualitative research took place all across America – Los Angeles, Chicago, New Jersey, Dallas, Detroit, New York, Minnesota, Arizona and other markets. The team met with large fleet owners and managers, small business owners, aftermarket suppliers and converters and rode along with owners of competitive vehicles.

“The NV is one of the most researched projects ever in the history of Nissan. We touched the market at every point possible, with the findings reflected in every aspect of the final NV design,” added Castelli.

Comfortable Seating and Standing

Research showed that commercial van owners are the least satisfied of any vehicle segment, with many van owners disposing of their vehicles in favor of light duty trucks despite the compromise of convenience and utility. In developing the new Nissan NV, one of the overarching goals was to combine pickup truck-like comfort, interior amenities and drivability with a cargo van’s capacity and security.

Answering one of the major unmet owner needs – driver comfort and roominess – the Nissan NV interior starts with wide front doors for easy ingress and egress, supportive bucket seating with extensive adjustability, large armrests and a truck-like driving position with ample legroom and foot room. The available center console (removable) provides a range of integrated storage features, while the fold-down passenger seat – which is unique to the segment – adds worktable functionality and enhances the cab’s feeling of openness.

Another major contributor to the pickup-like cab is the absence of the traditional CV engine “doghouse” that intrudes into the cab due to the setback engine placement. The Nissan NV utilizes a conventional truck engine layout with the engine and transmission located ahead of the firewall/A-pillar. This not only frees up space under the instrument panel and between the seats, it also provides easy under-hood access to the entire engine for routine service and maintenance.

“From the seats forward the NV looks, acts and feels like a pickup. You don’t have to take apart the interior to access the engine and you don’t have to worry about tucking your work boots into a cramped footwell,” said Castelli. “But, make no mistake, behind the seats the NV is pure, practical van.”

The NV’s ample cargo area offers a 120.7-inch cargo floor length and 70.3-inch maximum cargo floor width. NV Standard Roof models offer a maximum 55.4 cargo area height, among the tallest in class. The NV High Roof provides a maximum 76.5-inches of cargo room height – enough for most users to move about the cargo area while standing up straight.

“Standard Roof NV models are designed to fit in most garages or go through most car washes and fast food drive-through lanes – along with offering easier reach to access roof racks,” said Castelli. “But for so many businesses, the added cargo capacity and the ability to stand up and work inside the High Roof NV will be a priceless enhancement to their everyday operations and productivity.”

Smart Functionality and Flexible Layout

Inspired by customer needs and usage, the Nissan NV offers an amazing array of smart functionality features, including storage pockets, spaces and compartments designed to provide secure access to the typical commercial customers’ everyday use objects. An under seat drawer, for example, fits small tools, stationary or first aid kits, while the deep door pockets fit flashlights, legal-size binders and clipboards. High Roof models offer an available overhead console designed to hold work gloves, legal size binders, safety glasses and system books. The available center console (removable) fits letter size files and laptop computers – and includes a computer or mobile phone charging point.

Along with being conceived as a “mobile office,” the Nissan NV is designed to function as a “mobile workshop” – thanks to its simple, flexible cargo area layout. Along with offering wide door openings, the NV offers room between the wheelhouses to accommodate standard plywood or drywall sheets or pallets. There are also a range of cargo area tie-down rings and ample cargo area lighting.

The new Nissan NV was also designed to accommodate aftermarket outfitting and modifications. For example, the roof rack mounting brackets are designed for various rack systems without piercing holes in the roof, which can lead to corrosion and water leaks. The available “upfitter pre-wiring” allows easy access into the electrical system.

The NV also offers a full-length cargo area inner panel to protect the outer walls from dents and dings from the inside, and there are multiple weld-nut attachment points for shelving and racks – again requiring no sheet metal drilling. In addition, the NV’s nearly vertical sidewalls maximize the usable cargo space, accommodating common aftermarket storage systems, as well as a bulkhead behind the driver.

Three Well-Equipped Models

Cost of ownership and operation is a critical factor in the CV segment, whether for major fleet operations or individual business owners. “From the rugged fully boxed all-steel frame to the body-on-chassis construction, the NV is designed to the highest Nissan standards of durability, quality and reliability,” said Castelli. “The NV is designed to be affordable and to stand up to the abuse that real work trucks face everyday.”

The new Nissan NV will launch with a choice of two engines – a powerful yet fuel efficient 4.0-liter V6 or a powerful, torquey 5.6-liter V8. Both engines will be matched to a standard 5-speed automatic.

Safety systems include the Nissan Advanced Air Bag System (includes dual-stage front supplemental air bags with seat belt sensors), 3-point front seat belts with pretensioners and load limiters, available supplemental front seat-mounted side-impact air bags and roof-mounted supplemental curtain air bags.

The 2011 Nissan NV will be offered in three well-equipped models, the NV1500, NV2500 HD and NV3500 HD. All three models will be available with the Standard Roof, while the High Roof body will be offered in the NV2500 HD and NV3500 HD models only. Additional information regarding standard features, trim levels and optional equipment will be provided later.

Acknowledgement: Nissan

Volvo, one of the project partners, has tested DME and named it ‘the preferred fuel’ among the green fuels available.

The project taking place in Sweden, usess the entire technology chain: from the paper mill supplying black liquor via gas stations for fuelling DME to trucks actually running on DME.

Here are the soundbites from Haldor Topsøe’s Vice President Claus Hviid Christensen.

The Senior Vice President Sales & Marketing at Iveco, Franco Miniero, handed over to Beppe Tenti, Head and Founder of International Trekking, the keys of the vehicles taking part in the new adventure starting in early January 2010, destination Africa.

The fleet consists of 6 vehicles in the classic orange livery that has made them famous, beginning with 2 of the legendary bonneted 330.30 ANW 6x6s that have been reconditioned after so many years and so many expeditions, having covered more than 250,000 km. One of the vehicles is the canteen and the other the sleeping quarters, also with interior appointment updated by Mussa & Graziano.

To these are added four new Iveco vehicles; a Trakker 6×6 equipped by the Sperotto company as a Workshop, a Daily 4×4 crew cab fitted with an Onnicar box body dedicated to house equipment and additional people from charity organisations during the mission and two Massif 5-door 4x4s equipped by TruckTech to transport the Trekking International team.

The Overland 12 adventure involves a route of 47,000 km through Africa starting from Genoa to reach Spain by sea and then Morocco and from there to reach across the Western Sahara, Mauritania, Mali, Guinea Conakry, Sierra Leone, Liberia, Ivory Coast, Ghana, Togo, Nigeria, Benin, Cameroon, Gabon, Congo, the Democratic Republic of the Congo, Angola, Namibia, South Africa, Botswana, Zambia, Burundi, Rwanda, and then returning up the great continent via Chad, Uganda, Kenya, ‘Ethiopia, Sudan, Egypt and then by ship back to Italy.

“For us, Overland is something more than just an adventure – commented Franco Minieri – where our vehicles are incredible players in business, looking for new limits to overcome. It is a real event for the fans but not only, combining the charm of adventure in humanitarian and solidarity, expressing a great positive energy, just like that which we put into every working day. That is why we are happy to accompany Beppe Tenti with our vehicles on this new journey.”

The expedition is expected to arrive to welcoming celebrations in Rome during May. Throughout the long journey a film crew will record the crossing of the great African continent and the performance of the Iveco vehicles will be tested to the extreme.

Here is the video of the take off.

And a couple of photos of the models in the expedition.

Available in both set-back and set-forward axle configurations, the Coronado SD improves upon the durability and dependability of Freightliner’s already tough FLD SD with the driver comfort and style synonymous with the Coronado, while adding new elements specifically engineered for the vocational market.

Robust Styling, Innovative Design

The rugged Coronado SD was designed with strength and efficiency in mind. The Coronado SD’s fiberglass hood has been designed for maximum durability. The fenders come standard with impact absorbing material that helps eliminate damage and cracks common with vocational applications. The one-piece stainless steel grille surround is accented with chrome steel horizontal bars.

Further enhancing the truck’s performance, the Coronado SD’s new headlights feature single, high-tech reflectors for excellent lighting capability both forward and to the side.

The Coronado SD’s cab is also equipped with updated doors. The outer door frame and belt rail are made from aluminum and combined with a steel inner reinforcement, resulting in a lightweight, sturdy design that provides excellent door sealing and less mirror vibration. A standard courtesy light illuminates the entry steps, and the 70-degree door opening makes it easier for customers who get in and out of the truck often.

The Coronado SD is also equipped with a new single air filter with improved filtration capability. Also available are optional pre-cleaners that create a vortex effect to spin dust and heavy water particles out of the air and away from the engine. As a system, these components have the dust holding capacity equal to or better than traditional external dual cleaners – which not only lasts longer between changes, but saves money because only one filter is replaced instead of two.

Some of the key features on the truck – such as its 90-degree hood tilt for easy engine access for daily checks – were developed specifically with the vocational driver in mind. The truck’s headlight bulbs are readily available at any auto parts store, and are easily replaced without any special tools.

“We focused on and have delivered what is needed to get the job done – a resilient and sturdy truck that is easily maintained out of the shop,” said Clausen. “And when the Coronado SD does need to go into the shop for regular maintenance, we’ve made it easy to get it serviced and back on the job quickly.”

The Driver Experience: A Blend of Business and Comfort

An up to 50-degree wheel cut helps the Coronado SD easily maneuver in tight situations. The Coronado SD has a large cab, complete with double-sealed doors and well-sealed windows, keeping out noise, dust and other contaminants.

The stylish interior features an all new intricate dash with controls and switches located within easy reach, and gauges that are well-lit and easily seen. All switches and instruments are backlit by LED lights for non-glare nighttime viewing, and extra-large panels provide greater flexibility and convenience in gauge combinations, allowing for the installation of radios and navigation systems.

The dashboard was also designed with minimal joints to remove rattles and squeaks, making it one of the quietest dashboards Freightliner engineers have ever designed. To further reduce noise, the Coronado SD includes noise abatement materials such as noise panels in the floor, front wall, sides and back panel. “Vocational applications are often loud, dirty and distracting at jobsites, so we created a quiet interior for drivers,” said Shearing.

Coronado SD: Ready for 2010

Available with the Detroit Diesel® DD13™, DD15™, and DD16™ engines, as well as the Cummins® ISX, the Coronado SD is designed to meet the upcoming EPA 2010 standards.
Detroit Diesel engines are equipped with the revolutionary new BlueTec® emissions technology. BlueTec-equipped engines deliver a fuel economy improvement of up to 5 percent compared to EPA 2007 engines, and is an evolution of the selective catalytic reduction (SCR) technology developed by Daimler.

The Coronado SD can be equipped with the Detroit Diesel BlueTec 1-Box™ configuration, which combines the diesel oxidation catalyst, diesel particulate filter and SCR catalyst into one component. Not only does the 1-Box configuration improve fuel economy by reducing backpressure, its design allows for a clean back of cab, a critical element for many vocational applications. The 1-Box configuration also eliminates the protruding exhaust tail pipe, so bodies can be mounted close to the back of the cab, optimizing weight distribution and maximizing payload.

Acknowledgment:- Material used in this article is sourced from Daimler Trucks North America.

DME is a gas but it is transformed into liquid form at a pressure of just 5 bar. It is straightforward to handle in a process similar to that required for liquefied petroleum gas (LPG). The most common application today is as a propellant in spray cans. DME can be produced from natural gas and also from various types of biomass, in which case it is known as Bio-DME.

Bio-DME has both high energy efficiency and low greenhouse gas emissions all the way from the source to the wheel. The raw material used is black liquor, an energy-rich, highly viscous by-product of the pulp industry. With Bio-DME instead of diesel as a fuel, carbon dioxide emissions are cut by 95 percent.

Vehicle: Volvo DME truck

Tanks: DME is filled as a liquid via a special nozzle and stored in liquid form in the tanks.

Pump: a special fuel pump regulates the pressure in the common rail injection system.

Injectors: special DME injectors have been jointly developed by Volvo and Delphi.

Engine: the moving parts are identical to those in the diesel variant.

Engine management: the software has been modified to suit the different energy content.

Bio-DME – future potential

From an EU perspective, Bio-DME has the potential for replacing just over 50%* of today’s diesel oil in heavy road transport by 2030. The biggest challenge lies in creating an infrastructure for distribution of the fuel.

Fuel company Preem will build filling stations so the trucks can be used in regular regional and local operations. The first field-test truck is being unveiled today in Piteå, where the production of Bio-DME will take place.

Same performance, minimal emissions

Volvo’s DME truck uses a regular D13 engine which, after some modifications to the tank system, injection system and engine management software, functions perfectly together with the biofuel.

“Behind the wheel, it’s business as usual. Performance and driving properties are exactly the same as in the diesel variant. The difference and the major benefit with Bio-DME lies in its low carbon dioxide emissions,” says Mats Franzén, Product Manager Engines at Volvo Trucks.

An ideal fuel for diesel engines

Compared with a conventional engine, Bio-DME as a fuel in a diesel engine provides the same high efficiency rating along with a lower noise level. The combustion process produces very low emissions of particulates and nitrogen oxides. Therefore, a simpler system can be used for after-treatment of the exhaust gases. The engine can also provide higher torque at start-up and thus improve driveability. All told, this makes Bio-DME an ideal fuel for diesel engines.

Modifications to the fuel system

DME is filled in liquid form and stored in pressurised tanks in a leak-proof system. The pressure keeps the fuel in liquid form all the way to injection. Common rail technology is used to create the optimum high injection pressure. The lower energy content of DME, just over half that of diesel oil, is compensated by fitting larger tanks.

“We are noting immense interest in alternative fuels among our customers and we feel that Bio-DME offers considerable potential. The field test will last three years and the subsequent evaluation will determine whether the project will lead to full-scale industrial production,” says Claes Nilsson, President Volvo Trucks Europe Division.

Here is the video clip from Volvo on the topic.

The van – actually a Smith Edison-modified 3.5-tonne (Ford) Transit with a 40kWh lithium-ion battery pack, a top speed of 50mph, an effective range of 100 miles and a 6-8 hour charge time – will glide around central Huddersfield collecting rubbish from 25 newly installed “split bins” and take said trash to the Energy from Waste (EfW) power station-cum-recycling centre just down the road. There, the rubbish will be burnt to generate electricity that will be used to charge the van for the next days collection runs.

Of course, powering ‘leccy vehicles is not the Emerald Street EfW’s main role – on a good day it pumps around ten megawatts into the National Grid, all generated from fire-consumed rubbish that has been collected locally.

At the moment, the EfW only boasts just one recharge point for Kirklees’ single EV, but it is from such humble beginnings that some form of electric car re-charge infrastructure in Britain may well grow.

Downsides to the project? Well, Register Hardware‘s suggestions that a silent bin lorry in central Huddersfield could pose safety issues for any locals who forget to look both ways when crossing the road were pooh-pooh’d until the driver mentioned that he’d had two near misses that very morning.

Cue much muttering about retrofitting more flashing lights and some form of audible warning device. We would suggest a recording of a thumping big V8. After all, if it’s good enough for the Lightning…

Acknowledgment:- Article is produced with kind help and permission from RegHardware

January 7 is a historic day for all truck enthusiasts. Today is the day Volvo Trucks is launching the world’s most powerful series-manufactured truck. The Volvo FH16 with 700 hp and 3150 Nm of torque.

Volvo Trucks is the first manufacturer in the world to be able to put a 700 hp badge on its vehicles. The truck model in question is the company’s flagship, the Volvo FH16, which to date has had a maximum power output of 660 hp.

Prestigious powerplant

“The Volvo FH16 is intended for the very heaviest and most demanding of transport operations. It is also a highly prestigious truck for the customer who is looking for something truly out of the ordinary. And with 700 hp, the Volvo FH16 sets itself apart from everything else in the industry,” says Staffan Jufors, President and CEO of Volvo Trucks.

Competitive fuel consumption

With higher power, one might well expect that fuel consumption would head in the same direction, but that is not the case.

“Our aim is to have both the best performance and the best fuel economy in the segment. We have succeeded in keeping fuel consumption the same as before despite the power increase. In a comparison with the competition, we are doing very well indeed,” reveals Staffan Jufors.

Lower environmental impact

The Volvo FH16 is certified for the new Euro 5 European emission requirements that come into force in autumn 2009, which means that emissions of nitrogen oxide have been cut by more than 40 percent. In other words, the Volvo FH16 has become even more powerful but without compromising on the environment. In addition to the 700 hp version the Volvo FH16 is also available in variants producing 540 and 600 hp respectively.

Here’s how it came about.

Raise engine power, lower emissions and maintain fuel consumption at the same level as before. That was the brief that Volvo Trucks’ engineers were given in spring 2006. They had three years to develop the world’s most powerful truck without compromising on either emission requirements or fuel economy.

The D16G engine builds further on Volvo’s previous 660 hp 16-litre engine. It has been given another 40 horsepower to ensure that Volvo Trucks is the first truck manufacturer to break the 700 hp barrier.

Power and torque are all very well, but the really big achievement is that Volvo’s engine designers have succeeded in combining this increased engine power with lower emissions and unchanged fuel economy.

“Simply increasing engine power output is one thing, but doing so without raising emissions or fuel consumption is a far more difficult task,” says Henrik Lindeberg, Chief Project Manager for the new D16G engine.

A classic dilemma

One absolute requirement was that the new truck should meet Euro 5, the European emission regulation that come into force on October 1, 2009. This meant that nitrogen oxide emissions had to be cut by just over 40 percent.

Volvo’s engine experts thus faced a classic dilemma: in order to reduce fuel consumption, it is important to make the combustion process as efficient as possible. However, this has the downside of increasing the engine’s emissions of nitrogen oxides. And in order to deal with that, it was necessary to expand the capacity of the exhaust after-treatment system. Developing and improving an engine is largely about creating an optimised solution, from fuel injection all the way to exhaust pipe, in which each and every measure must be considered very carefully to ensure that the finished product is as good as possible.

Extreme tests

The project group behind the new engine worked for three years to develop, test and evaluate various solutions. From concept to prototypes, lab analyses and field tests. Since the Volvo FH16 is built for the very heaviest and most demanding of haulage tasks, the field tests were conducted in operating environments that offer tough, some would say extreme, conditions.

“The new Volvo FH16 has hauled heavy road trains through Australia’s deserts, carried timber in northern Sweden and operated in severe cold and was tested at altitudes of up to 3600 metres in the Rocky Mountains,” relates Henrik Lindeberg.

Project reaches its goal

So how did it all go? The results speak for themselves. The project group handled the task brilliantly. The Volvo FH16 has not only become the world’s most powerful truck, it also meets the Euro 5 requirements. And, not least, it offers highly competitive fuel economy.