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My David Letterman-influenced aesthetics had led me to expect that the American monster trucks I saw at Madison Square Garden would crush all sorts of interesting things: watermelons, burning TV sets, hapless Ford Fiestas. The TV ads ("NITRO-burning, CAR-crushing MADNESS," etc.) had made me look forward to heavy-metal anarchy: mud flying, cars flipping over, the first row of the audience smooshed by mammoth tires but still confident they'd gotten their money's worth.

Instead, the trucks just came out, to much fanfare and announcer hype (with songs by Megadeth and Metallica playing in the background), and jumped over little white cars. Not mangled, not hunted and destroyed, not ground into atoms, but jumped over. In short, I wanted the automotive equivalent of a Godzilla movie, but all I got was Evil Knievel with bulkier vehicles.

This after starting the show with the national anthem and making me think that by the end I'd be proud to be an American and prouder still of automotive technology. This despite arousing the crowd's tribalistic passions by dividing the vehicles into "Team New York" and "Team New Jersey." This after introducing vehicles with intimidating names like Bigfoot, Gravedigger, Snakebite, Predator, and Carolina Crusher (the last one being a Chevy with the slogan "Have you driven over a Ford lately?" painted on the back).

Once in a while, motorcycles came out and raced around in the dirt, which was more exciting because at least the riders would sometimes fall off. I'll never again think ancient Roman audiences were barbaric for wanting gladiators to kill each other. They were probably starved for action after watching an hour of the monster chariots (falsely advertised as "LION-grinding, EUNUCH-crushing ACTION! ACTION! ACTION!").

My hopes were raised by Vorian, the car that transforms into a flame-throwing robot (incidentally, a traditional Japanese form of performance art). If he had just transformed, taken a bow, and walked off, things might have been OK. Unfortunately, he went into a long monologue about how he'd come to save us from the evil "Rotar" (or something), a character played by a man in a rubber alien mask and a silver robe.

I had trouble hearing Vorian, but I think there was an anti-drug message in his explanation of Rotar's origin. Rotar apparently came from a planet where an "atmosphere full of noxious drugs" transformed the population into mutants - mutants now bent on conquering Earth. Calling another atmosphere noxious while standing in (not to mention emitting) exhaust fumes at Madison Square Garden struck me as hypocritical, but my attention was soon diverted by Rotar's vow to kill the audience.

Rotar said he was pleased to see so many members of our "culture" gathered in one place because we'd be easier to destroy. Eventually, Vorian would ask the audience, in a noble, Stentorian voice, "Do you want to see me waste this slime-ball?" and dispose of Rotar in a blast of flame and spurting alien blood. Even at his death, I felt the character of Rotar remained underdeveloped.

The bulldozer that fixed up the track in Madison Square Garden was one of the highlights of the show for me, and I cheered as it scooped up dirt. It was more thrilling than seeing Bigfoot a fifth time.

Despite the Falling Fire Angel and the Dynamite Lady (not to mention the "Dynamite Lady" theme song), the monster truck fest was disappointing enough to inspire me to dream of Lettermanesque improvements - and this was the one event where I thought such daydreaming would be unnecessary. Bored fans often amuse themselves by coming up with simple ideas for improving spectator sports: land mines on the golf course, armor on the basketball players, bonus points for collisions in car races, etc. - the kind of visionary sports speculations that led to the creation of American Gladiators.

We Americans dream big, but it's the Japanese who have the guts and shamelessness necessary to make such excessive dreams reality, whether it's putting six extra knobs on a stereo, subjecting game-show contestants to physical torture (like being dragged by an elephant), or encrusting their toy robots with so many spare parts that they look like they could transform into a whole assembly plant, never mind a car.

With its big vehicles, the monster motif, the transforming robot, and the techno-power fetishism, the truck show struck me as something the Japanese could find a way to do much better than we can. Anticipate U.S. import tariffs on trucks with wheels over eight feet wide.

Historic bed and breakfasts, quaint inns and antique stores give charm to Brown County in southern Indiana.

It's a by-gone scene. But when a bunch of 2000 Dodge Dakota Quad Cabs rolled in, sleepy Brown County (pop. 10,000) got an eyeful of the brave new automotive world.

The new wave Quad Cabs are cross-over vehicles, which may carve out a new segment if they catch on. They feature the interior comforts of a car, the capabilities of a pickup and the ruggedness of an SUV.

Daimler Chrysler hosted a Quad Cab media ride-and-drive program in Brown County. It was a sight to see those thoroughly modern vehicles cruise down the old-fashioned main street of Nashville, an Indiana artist colony.

The all-new vehicle is first and foremost a pickup, say Dodge executives. But they hope it will win converts from the car and SUV crowds.

The Quad Cab is designed to appeal to people who are not traditional truck buyers, but always wanted one, says Dodge Division Vice President Jim Julow.

"There's an expanding market of people who in the past would not consider buying a truck," says Rich Ray, Dodge general product manager for truck operations.

He adds, "People are looking for a flexible conveniently sized truck. The family car traditionally had to do everything. Today, buyers are finding that a truck may do it better."

Full-size front-hinged rear doors with full roll-down windows offer easy access for passengers and cargo alike. Extended cabs have undergone considerable refinements as well as a 30% segment growth since 1993, says Mr. Julow. Seventy percent of Dakotas currently sold are extended cabs.

"We've maximized the utility of a compact pickup by combining the power and capability of a Dodge Dakota with six-passenger seating in a full four-door configuration," says Mr. Julow.

A shorter truck bed is the tradeoff for the extra interior room. The bed is just over five feet long.

But Dodge consumer research indicates compact truck customers use the full length of a standard 9.5-foot bed less than 10% of the time. Besides, the shorter bed is better for off-roading, say Dodge designers.

Quad Cab customers who want or need the extra cargo capacity can buy Mopar bed extenders that add 18 inches of bed space with the tailgate open.

The average car Dodge is equipped with $140 in Mopar aftermarket accessories; the average truck, $350.

Dodge estimates the average Quad Cab owner will pony up $500 for Mopar accessories, says Dodge spokesman Dave Elshoff.

The top three are expected to be bedliners, side steps and those bed extenders, he says.

Quad Cab competitors are the Nissan Frontier and newly introduced Ford Explorer Sports Trac, but the Quad is bigger than both, boasts Mike Gialdini, Dodge senior marketing manager.

Dodge expects to sell about 70,000 Quad Cabs a year at first, and expects half those sales to be new business.

Dodge minivan sales remain strong, but if minivan buyers start leaving that market in large numbers, "we want to keep them in the Dodge family," says Mr. Gialdini.

Orders for approximately 1.2 million aluminum bumper beams annually for new and redesigned North American built family vehicles due out between 2003 and 2005 have been booked by Hydro Automotive Structures Inc., Holland, Mich., the company said.

More than half of the new business will involve applications on vehicles, classified as light-duty trucks, Craig Keifer, vice president of business development, said in an interview.

The bumper beams will be extruded by Hydro Automotive using 6082 and 7000-series alloys, with 6082 accounting for most of the applications, he said.

"It appears that, among other things, the automakers want to make some significant reductions in the weights of their light-duty trucks for better fuel economy and emissions performance. And using aluminum-intensive bumper systems will help them do that," Keifer said. Sport utility vehicles (SUVs), pickups, vans and. many crossover vehicles are classified as trucks.

He declined to say how much aluminum is likely to be consumed annually in the new bumper beams, but industry sources estimated that 1.2, million units for trucks and cars, with trucks getting more than half of the applications, will probably contain 13 million pounds or more of the light metal.

Hydro Automotive gets much of its metal from the Goldendale, Wash., smelter of Golden North west Aluminum Co. on a tolling basis, along with some metal from Alcan Aluminum Ltd., Montreal. Hydro Automotive is a unit of Norwegian industrial giant Norsk Hydro ASA, which has an interest in Golden Northwest.

Keifer said several automakers, including General Motors Corp., Ford Motor Co., and DaimlerChrysler AG, will use the light-alloy bumper beams in the new applications, but he said he is not at liberty to identify the vehicles involved.

Keifer's company is one of the world's biggest manufacturers of aluminum beams, and is currently making them for such vehicles as the Cadillac Deville, Buick Park Avenue and LeSabre, Oldsmobile Aurora and Pontiac Bonneville (AMM, Feb. 25, 1999, and Dec. 9, 1998).

Keifer did say, however, that in some of the new applications, both the front and rear bumpers have been specified in aluminum, whereas in others only the front or rear beams--but not both-- will be aluminum. It is not uncommon for anautomaker to split the bumper beam applications on the same vehicle between steel and aluminum depending on the weight target for that car or truck.

The fact that Hydro Automotive has booked such a sizeable amount of new business seems to indicate that demand for aluminum bumpers is not going to decline dramatically, in spite of recent predictions to the contrary in domestic steel industry studies (AMM, June 30). It appears, in fact, to indicate a still-strong interest in aluminum as a bumper material for some vehicles.

There is no argument that steel dominates the automotive bumper market and that aluminum and plastic account for a relatively minor share on a unit-content (weight) basis. Plastics are used mostly in bumper fascias, and the principal application for aluminum is the structural beams. However, some bumper face bars also are aluminum.

Iteris Inc., a subsidiary of Iteris Holdings Inc. (OTCBB:ITRSA) (OTCBB:ITRSB), today announced that its breakthrough Lane Departure Warning (LDW) system is now available as an aftermarket application for most Class 8 trucks in North America and can be installed in as little as three hours.

Iteris has developed retrofit kits for several other Class 8 trucks that will enable virtually any fleet or owner/operator to easily outfit their trucks with the LDW system. These makes and models include: Volvo VN 780, 670, 630, and 430; Peterbilt 387 and Kenworth T600 and T-800.

The LDW aftermarket system is available through the OEM modification centers or can be purchased directly from Iteris. It comes with a complete installation kit which consists of a wiring harness, speakers, switch, connectors and pre-made cables. The LDW kit can be purchased and installed for approximately $1,000 on any Class 8 truck with a J-1939 data bus which includes most trucks built since 1999.

"We're pleased to offer the LDW system as an easily-installed aftermarket application to increase the number of trucks on the road with the system," said Bill Patrolia, director of sales for the North American truck market for Iteris. "We've received numerous inquiries regarding our plans to offer LDW as an aftermarket application and could not pass up the opportunity to offer more of our customers the ability to operate their fleets and vehicles more safely. We believe the aftermarket demand for our LDW is further validation of the importance of this safety advancement."

In addition to the aftermarket availability, Iteris' LDW is currently being offered as an Original Equipment Manufacturer (OEM) installed aftermarket option in International(R) 8600, 9200i, 9400i, 9900i and 9900ix and models that can be installed at the company's Factory Modification Centers. Freightliner also offers the LDW system on its Century, Columbia and Argosy models as a factory installed option.

Iteris' Lane Departure Warning System was the first product of its kind to be available on large Class 8 trucks in the United States and Europe. The system uses a windshield-mounted camera that tracks the lane markings and provides "virtual" rumble strips anywhere there are lane markings. Using image recognition software and proprietary algorithms, the system monitors the relative position of the truck and if it unintentionally crosses the lane markings, the system automatically emits a distinctive rumble strip sound on the right or left side depending on the direction of travel, alerting the driver to make a correction. Use of the truck's turn signals automatically overrides the system. The system also helps promote the use of turn signals and a keen sense of lane position.

"The losses incurred in accidents are often staggering and affect not only the trucking companies, but involve people, equipment, cargo and lost time. As a company, we are committed to designing and building the kind of safety technology that will really make a difference with today's drivers and help them prevent unintentional and potentially fatal accidents. We've had some drivers using it for nearly two years now and the positive feedback we get has been phenomenal," added Patrolia.

About Iteris Inc.

Iteris Inc. is a majority-owned subsidiary of Iteris Holdings Inc. and is a leading provider of outdoor vision systems and sensors that optimize the flow of traffic and enhance driver safety. Iteris combines outdoor image processing, traffic engineering, and information technology to offer a broad range of transportation and safety solutions. Iteris Holdings and Iteris Inc. have headquarters in Anaheim. Investors are encouraged to contact the company at 714-774-5000, or at www.iteris.com.

Safe Harbor Statement under the Private Securities Litigation Reform Act of 1995: This release may contain forward-looking statements, which speak only as of the date hereof and are based upon our current expectations and the information available to us at this time. Words such as "believes," "anticipates," "expects," "intends," "plans," "seeks," "estimates," "may," "will" and variations of these words or similar expressions are intended to identify forward-looking statements. These statements include, but are not limited to, statements about our future prospects, our production schedules and automotive standards. These statements are subject to change and we undertake no obligation to revise or update publicly any forward-looking statements for any reason. These statements are not guarantees of future performance and are subject to certain risks, uncertainties and assumptions that are difficult to predict. Therefore, our actual results could differ materially and adversely from those expressed in any forward-looking statements as a result of various factors.

Alcoa Fujikura Ltd.'s Automotive Division today announced a new print advertising campaign emphasizing its capabilities as a world leader in the design, development and production of high-quality electrical and electronic distribution systems for automakers.

"AFL created three ads with the themes of power, innovation and performance - all attributes AFL Automotive can bring to automakers because of our early involvement and responsiveness to customers throughout the process - from engineering to delivery," said Dan Alexander, vice president, Sales and Marketing for Alcoa AFL Automotive.

The next AFL Automotive ad will appear in the September 20, 2004 issue of Automotive News, a leading U.S. automotive trade publication. The campaign will continue through November 2004.

About AFL Automotive

AFL Automotive, a joint venture between Fujikura of Japan and Alcoa, is a world leader in the design, development and production of high quality electrical and electronic distribution systems for personal and commercial vehicles. It is dedicated to meeting the needs of vehicle manufacturers and their sub-suppliers around the world.

About Alcoa

Alcoa is the world's leading producer and manager of primary aluminum, fabricated aluminum and alumina facilities, and is active in all major aspects of the industry. Alcoa serves the aerospace, automotive, packaging, building and construction, commercial transportation and industrial markets, bringing design, engineering, production and other capabilities of Alcoa's businesses to customers. In addition to aluminum products and components, Alcoa also markets consumer brands including Reynolds Wrap(R) foils and plastic wraps, Alcoa(R) wheels, and Baco(R) household wraps. Among its other businesses are vinyl siding, closures, fastening systems, precision castings, and electrical distribution systems for cars and trucks. The company has 120,000 employees in 42 countries and has been a member of the Dow Jones Industrial Average for 45 years and the Dow Jones Sustainability Indexes since 2001.

Applications for components made from steel tubing in North American-built family vehicles have increased significantly in recent years, and no one in the auto industry expects that trend to stop in the foreseeable future. However, one of the biggest reasons for using more steel tubing--i.e., weight-reduction also is expected to spur the development of smaller vehicles, which could limit the size of a lot of new tubular parts. In years in which the market for new cars and light-duty trucks is flat or slumping, the overall use of tubular steel in auto components could very well decline.

The automakers use steel tubing made from hot-rolled sheet, primarily in frame or structural applications, including hydroformed rails and crossmembers, in some of their vehicles. Those currently are among the fastest-growing applications. However, steel tubing also is growing in use in such parts as engine cradles, radiator supports, instrument panel (IP) support beams, and suspension system control arms. In most of those applications, too, the parts are hydro-formed. Tubular steel additionally lends itself well to many other parts, including body side pillars, roof rails and safety cage components.

Of course, tubing has been used for a long time in driveshaft and axle assemblies, exhaust manifolds, downpipes, intermediate pipes, mufflers and tailpipes. Nearly all of the exhaust system parts are made of stainless steel, however.

In subcompact, compact and intermediate-size vehicles, most of the tubular components are, of course, smaller than their counterparts in standard-size cars and trucks. Right now, most of the smaller vehicles being developed by the automakers are vehicles in the truck class, particularly sports utility vehicles (SUVs) and crossover vehicles that resemble SUVs or are part SUV, such as SUV pickups.

Virtually every automaker, including the transplants, will be coming out with new SUVs over the next few years that, as designed, are small and light enough to help the companies improve the average fuel economy of their trucks. Most of the new entries will be in the subcompact, compact and intermediate size ranges. If a given automaker can lure customers of its biggest trucks to a new intermediate, let's say, that will have the effect of improving his truck fleet fuel economy averages. Or, if he can lure customers of his intermediates to smaller units, it will have that same effect.

The auto companies think that can be done, depending on how well consumers like the styling and performance of the new models. For buyers of the SUVs and crossover vehicles, the biggest benefit of downsizing probably will be the promise of fuel savings, which, because of the higher prices at the pumps, should prove to be an attraction.

Another benefit of the downsizing, probably, will be the effect on the environment. Lighter-weight vehicles equipped with smaller, more fuel-efficient powertrains generally tend to have lower emissions.

The automakers' new focus on smaller vehicles began to take shape last year, with the introduction of the Ford Escape, Mazda Tribute, Chrysler PT Cruiser, and Pontiac Aztek models. Built off various car and minivan platforms, these are all small SUV-type crossover vehicles that are expected as a group to take more sales away from bigger SUVs than from cars.

Another sizable contingent of new vehicles is due out this year. Entering the market as 2002 models, these units include the Jeep Liberty, a 4-door SUV smaller than the 4-door Cherokee that it will be replacing; Saturn Corp.'s first SUV, a small unit dubbed the VUE; a "CS" sport wagon from Chrysler built off the company's mini-van platform; and the Buick Rendezvous, a "sport activity vehicle"" and a sibling of the Aztek.

After 2002, the new entries will include the Hummer H2 from GM, which, as designed, can be described as a scaled-down version of the massive, military-like Hummer H1, the industry's biggest multi-terrain sports vehicle; a small Lincoln SUV based on the Ford Explorer, the first compact-size SUV in Lincoln's lineup; and an entry-level compact-size SUV called the Pontiac Vibe that New United Motor Mfg. Inc. (NUMMI), Fremont, Calif., will build for GM. Actually a crossover vehicle, this small SUV will be built off the Toyota Corolla platform. NUMMI is a joint venture between GM and Toyota.

In addition, Toyota will start building a vehicle in Canada that will be similar in size to the Pontiac Vibe, and that also can be classified as a small SUV; Mitsubishi Motor Manufacturing of America Inc. (MMMA) will go into the production of its first-ever sport utility vehicle--a new Montero Sport--in Normal, Ill; and GM will start building an SUV for Cadillac that will be smaller than the Escalade. Using GM's new Sigma platform, this vebicle will look sometbing like the Cadilla Vizon concept model that's being put on display on the auto show circuit this year.

Also, in 2003 to 2004, Ford will introduce both an SUV and an SUV pickup based on the next generation compactsize Ranger pickup truck. A Chevy sport wagon built off GM's new Epsilon compact car platform is scheduled to enter the market in 2004, as is a tall car SUV similar to the Chevrolet Traverse concept vehicle introduced on the 2000 auto show circuit in the United States. The Traverse-like vehicle will be built by CAMI Automotive Inc., Ingersoll, Ontario, a joint venture between GM and Suzuki.

AFL Automotive will supply electrical distribution systems and components to Fleetwood, a leader in the recreational vehicle market, for select Fleetwood 2005 and 2006 Class A diesel and gasoline engine motor homes including the Southwind, Pace Arrow, Bounder, Discovery, Providence, Excursion, and Expedition.

Applying knowledge gained from supplying the automotive and heavy truck markets, AFL assisted Fleetwood in designing electrical systems to meet the specific needs of the motor home buyer. As a part of the electrical system, AFL will manufacture components, such as power distribution centers and connection systems as well as wire harnesses. Additionally, AFL used its computer-aided design skills to produce wire harness drawings.

"Fleetwood manufactures many of the most popular motor homes found on the road. AFL has enjoyed working with Fleetwood on its gasoline engine motor homes for several years, and we look forward to also supplying quality products for several of their diesel engine motor homes," said John Jenkins, Vice President and General Manager - AFL Specialty Products Group.

AFL Automotive's Specialty Products Group focuses on the unique needs of the commercial vehicle market, which includes trucks, buses, and recreational vehicles. It is a full service designer and manufacturer of electronic / electrical distribution systems. Additionally, it offers instrumentation and modular assembly services. Please visit www.aflauto.com for more information.

Eaton and International Truck and Engine Will Build 20-Plus Medium-Duty Hybrid Trucks for 13 Utilities in Nation's Largest Hybrid Launch

Utility and state truck fleets working together in WestStart's Hybrid Truck Users Forum (HTUF) program have selected the supplier team of Eaton Corporation and International Truck and Engine Corporation to build more than 20 advanced, pre-production hybrid-electric work trucks for national deployment and assessment.

The trucks promise to improve fuel economy an impressive 40-60%, provide engine-off work site operation, reduce maintenance costs and further cut emissions from this class of truck. Coupled to that, the trucks offer a "dual use" benefit that supports both commercial truck needs and emerging military needs for efficient drivelines.

The deployment represents the largest effort to date in the U.S. and shows the growing momentum toward advanced, fuel-saving hybrid technology in medium and heavy-duty work trucks. The selection announcement comes during the national meeting of HTUF in Kalamazoo, Michigan.

"This project takes hybrid truck systems to the next level of commercialization," said John Boesel, President and CEO of WestStart-CALSTART, which operates the Hybrid Truck Users Forum program in a partnership with the U.S. Army's National Automotive Center (NAC). "These are not prototype trucks. They are the early production versions of what we expect will be commercially available trucks in the next two to four years."

The national Hybrid Truck Users Forum (HTUF) is a joint program between WestStart-CALSTART and the NAC to speed the commercialization of hybrid drivelines that could be used in both military and commercial vehicles. The HTUF program enjoys the participation of over 50 fleets representing roughly one million trucks. HTUF has worked with fleets and suppliers to identify the best, first market segments for hybrid trucks and has organized fleet Working Groups around those applications. The best uses are generally for urban work trucks, especially those with heavy stop-and-go or urban driving, and also those with high engine idling times.

HTUF's Utility Working Group developed performance specifications for a hybrid "bucket" or trouble service truck, including a 50% increase in fuel economy, reliability equal to today, the ability to perform repair work with the engine shut down and the ability to generate electricity for emergency and other use. Twelve core fleets committed to purchase pre-production trucks that met these requirements. A nationwide request for proposals was sent to truck makers and suppliers, leading to a detailed selection process of the finalists that ended with the selection of the Eaton and International team.

"These trucks make sense because the users themselves developed the requirements," said George Survant, director of fleet services for Florida Power and Light Company and chair of the HTUF Utility Working Group. "We spent considerable time jointly assessing what kind of performance, fuel economy gains and new capabilities will make a business case for our operations. If these trucks now prove out these capabilities and costs, we fleets are prepared to start buying them in the coming years as our replacement vehicle."

HTUF is a process to speed commercialization, not a research program. Therefore, participating fleets will pay for the base trucks and agree to place them into operation for assessment. Fleets themselves will pay more than $3.5 million; HTUF will assist them by providing additional funding to help buy-down the cost of the advanced drivelines. Unlike development programs, this is a pre-production deployment of next generation trucks that will be produced on International's assembly line.

The main fleets committed to the deployment purchase beyond Florida Power & Light Company include: Alabama Power; American Electric Power; Baltimore Gas & Electric; Duke Energy; Entergy; Georgia Power; Hydro Quebec; Missouri Department of Transportation; Pacific Gas & Electric Company; Pepco; Southern California Edison; and TXU Electric Delivery.

WestStart-CALSTART has been playing a national role as coordinator and facilitator of efforts to advance hybrid technology in the trucking industry. As with hybrid passenger cars, hybrid technology can significantly improve fuel economy and reduce harmful emissions from the nation's medium- and heavy-duty trucks. However, truck hybrids are potentially emerging as a U.S.-led technology: there are already more than 10 different leading U.S. manufacturers of heavy-duty hybrid propulsion systems.

The program also directly supports the Army's goal of developing future trucks that will be more energy efficient, require fewer support logistics and be capable of providing remote power generation. These HTUF trucks are very similar in size and driveline performance to the most common class of Army support vehicles, giving the Army valuable early data on performance and acceptance.

In a move which at first seems counterintuitive considering the continuing softness of the North American truck market, Volvo Trucks North America Inc. recently introduced its new VN series Class 8 trucks powered by a choice of 2002 emissions-compliant Volvo and Cummins diesel engines. The VN series is designed to set new standards in productivity, aerodynamics, driver safety and comfort, all while meeting the latest round of emissions regulations that took effect October 1.

The seven new trucks recently unveiled include the VNM200 day cab, the VNM43O, the VNL630, VNL670 premium fleet tall sleeper and the flagship VNL780. Also shown at the launch was an '02 compliant version of the VHD200 vocational dump truck.

The VN series, which Volvo called an entirely new truck generation, represents a three-year, $190 million investment and shares its platform with the Volvo FH and Volvo FM models launched in Europe last autumn. The trucks are the product of some 500,000 development hours and three million miles of testing, the company said.

"Volvo's goal is to be a premium brand truck with world class distribution," said Michele Gigou, president Volvo Trucks North America. "We are the first manufacturer to have completely new EPA '02 compliant trucks."

To create its first new truck of the 21st century, the designers and engineers utilized a global development process similar to that used in the automotive industry. Every component of the trucks was evaluated and re-evaluated from different perspectives - productivity, aerodynamics, serviceability, aesthetics, safety and driver comfort. Through this process, Volvo claimed a 3 percent reduction in operating cost for this truck, along with a 1 percent improvement in profitability.

Volvo said more than 1000 of the parts that comprised previous VN models were redesigned without compromising integrity or the ability to pass the toughest safety tests. Ease of maintenance has also been improved to help maximize uptime and reduce operating cost.

The original Volvo VN model was introduced in 1996 and since then freight rates, fuel costs, insurance costs, technology and government regulations have changed. Arguably, engine and driveline control technologies have seen the most profound changes, mostly driven by exhaust emission regulations and customer demands for increased productivity.

"While the rest of the industry chose to focus on developing only cleaner engines for installation in existing or restyled truck models, Volvo concentrated on developing all the various components in parallel resulting in a new generation of trucks," said Susan Alt, vice president of marketing for Volvo Trucks North America Inc. "With the new emissions standards taking effect, the trucking industry is starting a new chapter and we wanted to start off with all-new trucks for the 21st century. We also wanted to generate excitement in the marketplace."

The new VN truck's introduction marks the production debut of the Volvo D12 diesel engine with V-Pulse exhaust gas recirculation (EGR) technology. The new D12 V-Pulse 12 L, six-cylinder engine has output ratings of 365, 395, 435 and 465 hp with torque outputs of 1350, 1450, 1550 and 1650 lb.ft. Since the engine's initial showing last year (see October 2001, Diesel Progress), Volvo has conducted extensive field testing with a variety of fleets to ensure reliability and customer satisfaction.

"The V-Pulse technology is truly a unique approach to the EPA '02 mandate," said Alt. "Exhaust gas recirculation is a common solution for diesel engine manufacturers. However Volvo's approach is unlike others -- the beauty of it is in the simplicity."

The V-Pulse technology does not use a variable geometry turbocharger (VGT) to achieve the EGR necessary for reduction of combustion emissions and particulate matter. Volvo said the system achieves EGR by harnessing naturally occurring engine pressure as a means to reintroduce up to 30 percent of the exhaust back into the intake mixing chamber. V-Pulse is designed for simplicity and low maintenance requiring minimal changes in maintenance procedures and no new technical education.

A variety of fleets were selected to test the V-Pulse engines under natural climate conditions and freight applications. As this is written, many V-Pulse equipped engines have logged 100,000-plus miles and some have already returned to the Volvo Technical Center in Greensboro, N.C., to be disassembled, inspected and placed back into service for additional testing, according to Volvo.

The company estimates that its V-Pulse engine technology has already accumulated in excess of three million miles of testing. The recommended oil change interval for the new EPA '02 compliant Volvo VE D12 diesel engine is unchanged from the previous engine version.

For customers seeking higher power output, Volvo offers the in-line, six-cylinder, 15 L Cummins ISX diesel engine with output ratings of 400, 450, 475, 500, 525, 530 and 565 hp. Torque outputs include 1450, 1550, 1650 and 1850 lb.ft. ratings. Both the Cummins and Volvo engines use dual path Behr EGR coolers and EGR valves from Eaton -- a single valve for the Cummins design and dual valves for Volvo.

From the early days when the U.S. Army bought Mack Trucks to perform all sorts of haulage jobs during World War I and II to recent emergency uses of Mack's commercial trucks during DESERT STORM in Southwest Asia, Mack's dependability and quality served the American soldier well. When the British made the analogy that Mack Trucks were "bulldog" tough during WWI, the name stuck and is one of America's best known trademarks. Today, as one of the most successful American commercial truck manufacturers, Mack believes that its products can continue the Mack legacy and offer benefits to the U.S. military.

The Mack display at the National Guard Association's 119th General Conference in New Mexico features commercial off-the-shelf (COTS) heavy duty Mack tractor and Fontaine Specialized trailer. This combination can easily haul a 70-ton M1A2 Abrams tank over major highways and bridges in the United States. This combined tractor trailer application is called the "military transport answer" (MTA).

The Mack tractor features a roomy and comfortable three-person cab with advanced instrumentation and air conditioning to minimize driver fatigue. Several varieties of luxurious sleeper cabs are available that can be tailored to unique military requirements. It offers the broadest fuel efficient engine horsepower range available in the industry, from 250 horsepower to 460 horsepower in the Mack E7 in-line, six-cylinder engine and up to 500 bhp (going to 650 bhp in the future) in the Mack V8 E9 engine-all electronically controlled and Environmental Protection Agency emissions compliant.

Dual-cab air shocks and single-air springs provide optimum driver comfort. ABS brakes are standard while a central, tire-inflation system is optional. A fifthwheel height location provides commonality with other military trailers currently in the inventory.

It is all backed by a generous Mack Trucks Inc. warranty and excellent dealer service organization. One full year of free roadside assistance and towing of onhighway vehicles is further proof of Mack's four-square stand against breakdown. No matter where you are or what time of the day (800) 866-1177 puts you in touch with the only help you need. In addition, Mack Leasing Systems will structure flexible leases with the military that can also cover maintenance to provide budget flexibility and stabilization.

The Fontaine Specialized Company has been producing heavy-duty trailers for the automotive market since 1941. The key to hauling heavy loads is to distribute the concentrated weight of the Abrams tank across several axles to minimize the load transfer to the road and bridges. Permits are easily obtainable when the resultant loads are distributed within the capabilities of the road and bridges for the route desired.

The MTA trailer utilizes air suspensions throughout which dampen the impact loads and extends frame life. A hydraulically removable gooseneck (hydraulic fluid flow provided from Mack tractor) facilitates loading the unloading of the tank and provides maximum clearance to negotiate steep overpasses and high railroad crossings. The COTS trailer design results in desirable low-operating costs per mile (e.g., less than 10 lube points overall) and utilizes readily available off-the-shelf components.

Cost conscious users will be pleased to compare the MTA pricing which will provide approximately 40 percent savings in initial acquisition costs and continue delivering lower operation and maintenance costs throughout the life cycle of the equipment.

Company speeds product development with SolidWorks 3D modeling, COSMOS design analysis, and PDMWorks product data management software

Tempus Computers, Ltd. ensures laptops and other mobile computing devices used in fire trucks, police cars, and utility vehicles remain stable and secure using SolidWorks(R) 3D mechanical design software. Tempus has standardized on SolidWorks to accelerate the design of rugged enclosures to protect mobile computing devices against tough driving and rough use. Tempus also uses COSMOS(R) design analysis software to reduce prototyping costs and PDMWorks(TM) product data management (PDM) application to manage all of the design data the firm generates.

Birmingham, U.K.-based Tempus has pioneered the design of sturdy enclosures that protect handheld devices and laptops taken out into the field, including vehicle mobile data systems (VMDS). These systems connect fire commanders with their crews on site and with headquarters; help police officers log and retrieve information from their cruisers; and enable utilities crews out in the field to record usage and billing information. Some of Tempus' customers include National Grid Transco plc (England's largest utility), Centrica, and Panasonic. Tempus replaced Pro/ENGINEER(R) with SolidWorks to innovate new product designs soon while speeding customized enclosures to customers.

"SolidWorks' ease of use, powerful design functionality, and price far outpaced our previous CAD software, which became too unwieldy as our workload and design team grew," said Richard Abram, head of design and development at Tempus. "Its sheet metal tools and assembly features give us the speed and precision to ensure our clients' sensitive and expensive equipment stays operational, especially in harsh conditions."

SolidWorks' short learning curve allows Tempus' engineers to quickly begin designing new products, including a new line of equipment to hold Panasonic's Toughbook(R) series of mobile computers. Terry Mann, who designs the Tempus range of test rigs, also uses SolidWorks to design machines that test the effectiveness of shutoff valves used in airplane hydraulic systems, as well as the operation of oil pumps used in automotive engines. The software's intuitive interface, coupled with such capabilities as interference detection, helps the team quickly explore new design options. Mouse-click accessible exploded views simplify the necessary documentation for assembly and instruction manuals.

Ensuring rugged construction

Tempus tests its products to see how they will stand up to vibrations from a bouncing truck or the impact of a collision using COSMOSWorks(R) design analysis tool and COSMOSMotion(TM) motion simulation tool. Previously, the company had to conduct live simulations by bolting a test product to a vehicle and crashing it every time engineers made a design change. The COSMOS tools eliminate prototyping and save the company time and money by allowing engineers to conduct more in-depth analyses on their desktops and in a lab, rather than in the field. SolidWorks Routing software allows Tempus to design the hydraulics for the test rigs for the lab that will be the final proving ground for product durability.

Durability and reliability are the hallmarks of Tempus products and a key reason for the company's success to date, according to Norman Taylor, manufacturing adviser for Business Link, a unit of the Birmingham Chamber of Commerce and Industry. The local chamber of commerce provided Tempus with advice and financial support for purchasing SolidWorks. "This company is one of the great manufacturing success stories in Birmingham," said Taylor. "By investing in this software, Tempus will stay at the forefront of new technology, and I am sure it will only enhance the firm's growing reputation."

Tempus also stays ahead in the market with streamlined design communication, using SolidWorks' eDrawings(TM) e-mail-enabled design communication tool to share designs with customers, and 3D Instant Website to import designs to the company's Web site for marketing purposes. It uses PDMWorks to enable engineers to efficiently manage all of the design data the company generates and ensure version control for design accuracy.

"Technology is expanding further into the field where it can better help save lives and boost productivity," said Ilya Mirman, vice president of marketing at SolidWorks. "Pioneering companies like Tempus are turning to SolidWorks to ensure this technology performs at its best when it's needed most."

Blame it on changing customer values, a strong yen or a deep recession in Europe. Blame it on the cost-cutting demands of J. Ignacio Lopez de Arriortua, soaring sticker prices, or environmental activism. Whatever the reason, this year's crop of new vehicle technology is the engineering equivalent of sensible shoes: most of it is aimed at improving the environment, safety or fuel economy.

High-tech gizmos and performance wizardry such as four-wheel steering, active suspensions and all-wheel drive are almost nowhere to be found. Turbochargers have given up the spotlight to child safety scats.

Only a few years ago General Motors Corp.'s Cadillac Motor Car Div. was competing with Ford Motor Co.'s Lincoln-Mercury Div. over who had the longest land yacht. In 1994, Cadillac seems eager to fight over who has the biggest air bag. Its "Airbank" system -- claimed to be a first in the automotive industry -- protects all three front-seat passengers, Cadillac says.

If the idea of outside mirrors with individual wipers gives you goosebumps, the next few years are going to be tough to take. Probably the most broad-based new technological feature on the '94s are air-conditioning systems that eliminate chlorofluorocarbons (CFCs). It's an impressive environmental achievement, but unless you work for the Sierra Club, it doesn't exactly get the blood moving.

By Jan. 1, most new vehicles sold in the U.S. will no longer use the traditional CFC refrigerants accused of damaging the earth's ozone layer. (Ford and Chrysler Corp. will have CFC units completely phased out by then. GM still will have a few models lagging, as will other automakers.)

Instead, HFC-134a refrigerant will be used. The auto industry is meeting the demand for CFC-free air-conditioning systems two years ahead of government-mandated deadlines. Because the new refrigerants are not as efficient, they require substantially modified AC systems and components to provide performance similar to conventional CFC systems. Even though the behind-the-scenes work to accomplish such a massive changeover is impressive, consumers won't notice any difference.

Even new luxury brands such as the Mercedes-Benz AG C-Class, scheduled to debut in the U.S. in November, are remarkably free of frills.

"Value" is the key word now, instead of "gee whiz." As the need to avoid sticker shock mounts, an era of retro-tech even seems to be creeping into the picture. Chrysler, for instance, offers its new Dodge Neon with an old-fashioned 3-speed automatic transmission rather than a new 4-speed to hold down costs.

Even so, dual air bags -- which were available only on luxury cars a few years ago -- are standard on the little car. With an estimated base price of about $9,000, Neon and Ford's '94 Aspire should establish a new level of safety features on the low-end of the price frontier. Aspire, which is a heavily re-engineered version of the Korean-made Festiva, will feature standard dual air bags as well as optional antilock brakes.

The same approach to technology is true for light trucks. Aside from the new V-10 on Chrysler's full-size pickup and some freshening on interiors and exteriors, most of the new technology is safety related, namely more side-door guard beams, air bags and improved antilock-brake systems. Chrysler's minivans get side-door guard beams and passenger side air bags for instance, and Ford's Mercury Villager finally gets a driver-side air bag. So do GM's APV minivans.

Still hungry for high tech? GM's S-Series trucks are claimed to be the only vehicles in the world whose bodies are powder-coated. The primer-surfacer powder coat is applied over the electro-coat prior to painting. This technology won't make the cover of Car and Driver, but it is said to represent a breakthrough in producing higher-quality vehicles at lower cost. It also eliminates solvent emissions, which are harmful to the environment and a big problem for automakers around the globe.

The conservative streak is especially blatant among the Japanese automakers. Once famous for loading their vehicles with all manner of electronic gimmicks, the strong yen now is forcing the Japanese to strip to the bare essentials in an effort to stay price-competitive in the U.S. Kenichi Sasaki, managing director of Nissan Motor Co. Ltd., spoke last summer at the University of Michigan's Management Briefing Seminar about the need to confront "runaway technology and its associated costs."

"We've come to the point as an industry where even entry-level cars are so laden with features, gimmicks and technology that they are priced out of reach of the average consumer," he laments. Nissan actually developed outside mirrors with individual wipers, he admits. "We were creating technology in a vacuum, trying to outdo each other rather than serve our customers better."

But the Japanese are far from the only guilty parties. High-line European marques also are frequently criticized for technological excesses. Loaded with dozens of electric motors that do everything from raise the rear-window sunshade to pull the doors shut, Mercedes' top-line S-class models often are singled out as being far too big, heavy, expensive and technologically extravagant.