Iveco has launched an aggressive introductory offer for the 3,500kg Daily van. The scheme, which applies to remaining stock of the old Euro-3 model as well as the Euro-4 newcomer, offers 10% down, pay the rest in six months finance, and three years free servicing subject to 50,000km/year. In addition, the new model comes with the choice of a free SmartNav system or BriStor polypropylene lining kit. In the best traditions of advertising, terms and conditions apply, such as business users only, register by 31 December etc.

The next generation of the Citroen Dispatch, Fiat Scudo and Peugeot Expert compact panel vans was unveiled yesterday. Unlike the previous single-size generation, the newcomers, which share the same names, will be available with two roof height and two body length versions. While GVWs are being kept a closely guarded secret at the moment, payloads between 1,000 and 1,200kg are claimed, moving the range firmly into competition with the likes of the Volkswagen Transporter and Mercedes-Benz Vito. Three engines, rated at 90, 120 and 136hp are fitted, and a wide range of options including air suspension are on offer. Expect sales to begin in the New Year.

US trucking firms are bitterly complaining about the price of diesel, but their apparent reluctance to actually help themselves means they aren't going to get any sympathy from me.
According to the Energy Information Administration the average price of diesel in the US is $2.55 (£1.40) a gallon . While this might seem like a bargain to us in rip-off Britain, it has come as a major shock to a country which up until a few years ago was paying a little over a dollar (60p) for a gallon. With this in mind you would think that American operators would do their best to become as fuel efficient as possible, but I certainly didn't see any evidence of this on a recent trip to the US.

European haulier Vos Logistics hates AdBlue so much that it is prepared to sacrifice colossal savings in order to avoid using the urea solution.
When I spoke to company president Wim Vos earlier today he explained that his company could save “hundreds of thousands of Euros” on the German road tolling system if it only ran Euro 5 trucks. But since Scania, its preferred vehicle supplier requires AdBlue at Euro 5, he is buying its Euro 4 EGR trucks instead. “The potential savings are not enough to make us change our minds on AdBlue” says Vos, who has just placed an order for 1,000 Euro 4 Scania tractors. And Vos speaks with experience too, having seven SCR-equipped Scanias on its 3,000-strong fleet.
This is one of several anti-SCR stories I’ve heard from operators over the past few weeks. Why is it that operators using EGR-equipped trucks are more vocal than those using SCR? Is it that the latter group don’t have anything to shout about? Is a winner beginning to emerge from the great EGR v SCR debate?
Maybe you’ve got some positive AdBlue experience. If so, I would love to hear about it.

One thousand Euro 4 Scania R-Series tractors will join the Dutch operator's fleet in 2007.

A newly developed product, the Retriever, offers a solution to the problem of getting to a broken down car when said car is causing total gridlock behind it.
The Retreiver is produced by Swedish firm Coming Through. A heavily modified Honda GL1800 Gold Wing unfolds Transformer-style to reveal a two-wheeled trailer design to tow away a car. If you're doubting that the Wing is up to the job, then consider that it has 167Nm of torque to call on!

And after all, if a Volkswagen Touareg can pull a Jumbo Jet...

Imagine my embarrassment on recent MAN press trip to Germany when I was told that I was too fat to drive a truck. OK, so I think the actual phrase used was 'well built', but we all know what that means! I'm well aware that I had a few too many In-n-Out burgers on my recent trip to the States,­ but too fat to drive a truck? That's like accusing someone of being too arrogant to drive a BMW!

Mercedes-Benz has super-sized its Sprinter, giving the largest 3.5-tonner in the range a whopping great 17cu m load volume. But having just had one on test at Motor Transport I can’t help but wonder how good an idea this actually is.

My book Roadside Relics – America's Abandoned Automobiles is on sale now, and following my interview on Radio 4’s Front Row, seems to be selling quite well.
So much so that Amazon.co.uk has sold out and won’t be getting any more until after Christmas. But not all is lost because in an attempt to give the book yet another shameless plug I’m prepared to give away a free copy.

Two TNT divisions have commenced operational trials in central London with electric-powered 7.5 tonne trucks. The Smith Newtons are based on the Avia (formerly Daewoo) D75, fitted with a 120kW electric motor, four ZEBRA 278V battery packs and regenerative braking systems by Smith Electric Vehicles. Box bodies are from Cartwright with Omnia Busy-Body panels, a plastic honeycomb material said to weigh around 65% of GRP of the equivalent strength.

I wonder how many operators of 7.5 tonners actually realise that they have a little over two weeks to limit their trucks to 56mph?
The new legislation, which comes into force on January 1, 2007, applies to almost every commercial vehicle above 3.5 tonnes that was registered between October 1, 2001 and December 31, 2004. At a rough estimate we are talking about 40,000 7.5-tonners and as many as 18,000 large vans. A year later the regulations will also be applied to those registered after December 31, 2004.
But should someone break the law and fail to limit their vehicles to 56mph, what will the punishment be? That’s exactly what I’ve been trying to discover for the past week, but VOSA is proving extremely unhelpful. All I have managed to find out is that a non-restricted vehicle will fail its MOT.

Renault has launched versions of its Master and Trafic van ranges designed to run on up to 30% bio-diesel fuel blends. The Trafic 2.0 dCi B30 will be available with ratings of 90 and 115hp, with the Master 2.5 dCi B30 coming at 100 and 120hp. Initially available in France, Renault is still considering the fiscal and availability issues before committing B30 to the UK market.

It looks like biodiesel is going to be the hot topic for 2007, and I wouldn’t be at all surprised to learn that a large number of prominent UK hauliers make the switch later in the year.
I’m basing this belief on a telephone conversation I’ve just had with Greenergy – the company that will be supplying a 50% blend of biodiesel to the Tesco truck fleet. A spokeswoman told me their phones haven’t stopped ringing since the announcement that Tesco will run 2,000 trucks on biodiesel from this month.
She said: “A lot of UK fleets were sitting on the fence, wondering if there was a risk associated with it. But the Tesco news must have convinced a lot of people that the fuel is alright.”
But for the time being, the number of companies who move over to biodiesel are going to be limited by supply. Greenergy, which is part-owned by Tesco, has only just put its UK plant into full production and all initial production is destined solely for its number one customer. However it is confident that this will change in a few months when its supply and distribution networks are up to speed.

Dent Wizard has developed mobile repair and spray outfits to cut cost and downtime on cosmetic work for commercial vehicles.
In an industry where operators rarely allocate time for commercial vehicles to be repaired, if it doesn’t hamper its road worthiness, it could be the answer to a more cost effective process saving money when vans and trucks get de-fleeted.

It appears that the price of being green is falling, as the price of AdBlue continues to plummet. Not too long ago we were told by the AdBlue manufacturers that the urea solution needed in all SCR-equipped Euro 4 and 5 trucks would cost roughly half the price of diesel – but that appears to be a gross over-estimation on their behalf.
Last week I spoke to David Simpson, the MD of Sheffield-based RW Simpson. He’s buying it in 1,000-litre IBC dispensers for just 26p per litre. “You just need to shop around a bit to get the best prices” he says.
But perhaps he’s not shopping around enough, because I’ve heard of even better deals. One parcel carrier, who wishes to remain anonymous, was angry that he had just paid 21p per litre for his latest batch of AdBlue after discovering that a rival had purchased it for just 17p per litre.
How much are you paying?

There was a time when people, seeking unison and consequence, would meet in a common place, say the pub or at work, and conversed forming attachments based on common ground, ambition or sheer stimulation.
Perhaps it’s sad the motor industry has gone the way of youth culture, not to mention the singleton generation who believe live starts at 40, and staged a bypass to all that flannel and rubbish that people do when seeking said ‘unison and consequence’.
Yes, my friends, speed dating has arrived. This time it was the Society of Motor Manufacturers and Traders acting as the dating agency, manufacturers taking the role of single ladies looking for a suitable match, and the journalists as sad, desperate men trying to take any short cut they can to get…‘unison and consequence’.
All sounds a bit sceptical? Don’t you believe it; one day spent talking to the industry saved this journalist endless calls, surfing and research trying to put together a hastily commissioned CV Show preview.

The Institute of Transport Management recently conducted a survey of 1,000 franchised dealers in the UK – and the PR department at LDV are rather excited by one of the findings. Apparently 41% of those questioned said they want to sell the Maxus – Motor Transport’s current Fleet Van of the Year. The second highest ranking van was the Ford Transit, which appealed to 17% of dealers.
Well judging by this photograph, the Maxus seems to appeal to three-pointed star dealers too. Instead of opting for a Vito or Sprinter to deliver its parts, Mercedes-Benz of Bolton is running this LDV.

What great advertising for the Russian-owned van maker.

But while Mercedes dealers might be buying LDV vans, those in the know at Roadtransport Group are buying Mercedes-Benz cars like they’re going out of fashion. Last year web editor Toby Clark took delivery of a beautiful early 1970s 350SL, CM’s technical editor Colin Barnett bought a 2006 C320 CDi this week and last night I treated myself to a 280E. But before you start thinking that we’ve all got more money than sense at Roadtransport.com, let me explain a couple of things. Toby’s convertible "cost less than a Fiat Panda", according to Colin his C-Class has the same cost of ownership as a Ford Focus, and my 280 has an intergalactic mileage, is painted diarrhoea brown, and cost £500 on eBay.

The vexed question of LHV’s – or Longer Heavier Vehicles – floats across my horizon, resulting – within seconds – in a state of incandescent irritability.

There is no, repeat no argument here. Forget congestion – the UK is a small island with too many vehicles, and congestion is a reasonably predictable outcome of this equation – the LHV argument is all about efficiency. If you don’t want to get stuck in a traffic jam in the UK c.2007, don’t get in your car. Go figure.

There appears to be a grudging acceptance on the part of most that the availability of cheap, relatively accessible oil is on the decline. Hence the apparent growth industry that is the writing and delivering of nonsensical press releases that now float seamlessly across my desk and into the shredder on a daily basis indicating that humanity can develop a renewable, cost-effective fuel source from old teabags / dead cats / PowerGen bills delete as applicable. Lies, all lies, and usually badly written ones at that.

LHVs – aka that which Dick Denby has banging on about for the past however so long offer a very simple solution to what is a very simple problem. They offer two loads worth of deliveries for the price – and more pertinently, the consumption - of around one tank of diesel. This is a good thing.

No doubt the BBC and the Daily Mail will dig up some monosyllabic muppet representing a half-baked and non-conceived campaign against larger lorries in order to demonstrate the likely ending of all that we hold dear as a result of allowing LHVs. I’d just point out that, having spent my formative years in this business being advised by an assortment of pustule-ridden snot-noses that "We’ve had bigger than that in here before driver, why only yesterday bloke backed the Queen Mary in here off his blind side without a shunt etc" it is readily apparent that the receiving end of the logistics biz is entirely ready for the advent of bigger trucks.

Sadly, the UK transport industry is not. Represented by a bunch of self-appointed buffoons who, in addition to falling into the category of washed-up has-beens in another place, also seem incapable of counting up to three without recourse to a study group and a Fisher-Price abacus, they are, predictably, getting in a muddle. Hence the blind preoccupation with the notion of reducing congestion: a view that is analogous to worrying about an in-growing toenail without due consideration of the impending amputation of the limb to which it is attached.

This should be an open goal for the road transport industry. There can be no argument against the LHV in a world in which oil stocks are plummeting. And yet, once again, those organisations that claim to act on behalf of that same industry are missing the point, the goal and ultimately, a huge opportunity to improve things.

Iveco has announced that its new Stralis - due to be launched in the UK at next month's CV Show - is to be sold with a Euro 5 engine as standard (or at least as a delete option).
Now this may be a bold move, but is it really a surprise? In all honesty I can't believe that it has taken this long for a truck manufacturer to go down this route. The SCR camp has long been waxing lyrical about the benefits of the early adoption of Euro 5, and in my opinion it was only a matter of time before one of them made the technology standard. Market-leader Daf has been heavily promoting the benefits of skipping Euro 4 for over a year now and is currently achieving a rate of around 50% Euro 5 sales on its tractors. Now Iveco is taking an even stronger lead.
There seems to be a clear agenda here, and I wonder how long it will be before the other manufacturers follow Iveco's lead?
But with Euro 5 using roughly 50% more AdBlue than Euro 4 - how do they make the cleaner trucks enticing to customers? One obvious answer is to give away AdBlue for free - and over the last few weeks Daf and Mercedes-Benz have both told me that their dealers are prepared to do just this - throwing-in the urea solution as a sweetener with some orders. And now Iveco says it is considering a similar incentive "if AdBlue is seen as an obstacle".
Then there's the increased purchase price to consider - the new technology adds about £1,000 to the price of a truck. But who knows, maybe they'll be prepared to swallow this cost themselves. It depends how important it is for them to kill-off Euro 4.
A significant move from Euro 4 to Euro 5 would certainly prove unpopular with MAN, which currently does not bring its SCR-equipped Euro 5 offering into the UK.

Hino had a huge presence at the CV Show again, this time with no less than 27 trucks and a brand new 7.5 tonner.
While it has certainly done enough to grab some all-important headlines and fill plenty of column inches in the commercial vehicle press, I was wondering whether it has also done enough to excite truck buyers. So, I spent an hour or so lingering near its massive stand in Hall 5, grabbing poor unsuspecting operators as they climbed out of its tipper cab, and asking then for their thoughts.
Continued below....

Look at this fantastic van. It's a piece of British automotive history, its famous (kind of), it's been VERY well cared for and it's for sale.
That's right - this is your chance to buy the van that didn't lose the Desperate Van Chellenge. It's on eBay now and it has an opening bid of just £100.
You'll notice I decided not to show this picture on the eBay advert!

Like a phoenix emerging from the flames of an Italian electrical fault the new Iveco Daily has put the CM technical test team in a state of shock. Not since the Editor decided to hand out Christmas cards in the style of a P45 have we been left speechless and confused.

If you know the old Daily you'll know it to be as uninspiring as watching a Holly Oaks omnibus while sporting a severe hangover. It felt ponderous to drive, was as reliable as Government statistics and bits fell off.

So if the old version was a bit Inspector Clueso the new model is more like Shaft. It drives with real composure, turning into corners with confidence and holds the road - whether laden or unladen - without feeling stressed.

Inside the Fisher-Price play centre that was the cabin has now been replaced by a sound and intelligently laid out interior designed by no less than the famed Italian Giorgetto Giugiaro, who also reshaped the Iveco's front giving it some much needed character.

And you can now add the mystical words 'decent build quality' to the happy list as well, yes, we know!

Full the full road test see the 21June issue of Commercial Motor

They say you can't put a price on a person's life, however if that price is lifted from the options brochure of a Mercedes Sprinter its fare to say it'll set you back.

Having gone along to the company's '2007 Van Experience' I was confronted with a Sprinter 309CDI medium wheelbase high-roof van with complete options list - this includes such additions as thorax and window airbags, Xenon headlights with cornering function and tyre pressure monitors.

Now consider the above Sprinter in standard guise costs £20,580 and then compare that to the 'Safety Van' version on display which comes in at £34,067 - that works out at £13,487 difference, equivalent to two years wages.

However also consider that the standard Sprinter, and smaller Vito for that matter, gets adaptive electronic stability program, ABS, acceleration skid control, brake-assist, electronic brake-force distribution, driver's airbag and seatbelt tensioners with belt force limiters as standard - a level of safety that pretty much exceeds all its rivals.

Now add a wet test track and accelerate accordingly - to find out the result read 12 July issue of Commercial Motor.

Ever wondered what happens to the contents of a van when it crashes? Well, if I have successfully managed to upload these two videos onto YouTube (which is doubtful considering my appalling technical knowledge) then this is your chance.
They were filmed at TRL last week, and depict a van crashing at 30mph. Although there is a bulkhead fitted, it doesn’t withstand the force of the cargo. If this had been a real driver he would have been badly injured or even killed.
The crash test was part of a major FTA research project into the safe loading of vans, and you can read all about it in next week’s Motor Transport.

A view from the inside

Exterior view – check out the non-pedestrian-friendly copper pipes on the roof.

They say the best way to accumulate is to speculate. Imperial Commercials, led by customer demand in Somerset, will open its new tailor-made site at Frome over the next few weeks.
In the next issue of Commercial Motor [2 August 2007] regional director David Lewis explains just some of the ups and downs negotiating with strong-willed property developers and what opportunities are being created with a new state-of-the-art site.
Frome remains a satellite dealership of the main Bristol hub, but it will be the sole Fiat commercial vans franchise, as well as selling new and used Daf Trucks.

Some vehicles are born for commercial purposes while others, like the Mitsubishi Outlander, are modified to fit the bill - but that’s not to say they don’t play their part in the great scheme of things.
The Japanese manufacturer has a history of chopping out the rear seats of its 4x4 vehicles to create a useable load space and therefore a new market.
Branding the range as 4Work, which also includes the company’s Shogun and L200 pick-up, they combine commercially focused product with off-road ability.
Powered by a Volkswagen sourced 2.0-litre turbo-diesel the Outlander drives with surprising composure on the road, displaying the refinement of a well sorted hatch. In the rear, load space is equally enlightening thanks to its practical design and even more practical load hatch that opens out in two parts with the lower shelf providing a useful platform to rest on.
Off-road it performs well, up to a point. In 4WD Auto mode it transfers torque to the wheels with the most grip, up to a 70:30 front:rear split for when on unsurfaced roads and this works well, remaining stable and maneuverable. In 4WD Lock it splits torque up to 50:50 between front and rear axle as and when required though we wouldn’t be as confident pressing on into harsher territory, best leave that one to the pick-ups.

For the full road test check out the 16th August issue of Commercial Motor

If you're ever at a party and get caught in a conversation with a Mercedes engineer, the chances are you'll be thinking whether faking a full blown heart attack would be less hassle than nodding obediently as they bestow the benefits of the company's new cup holder design. But if this scenario has negative connotations, the positive side to this level of commitment to the company cause can be seen in its product - in particular the Sprinter van.

On its press launch we were forcibly held down as one engineer after another was wheeled out to present to us their particular specialist areas in its development - bestowing the benefits of the technology employed with all the enthusiasm someone might have over their newborn son.
However, after we regained consciousness it was plain to see that its new van was a significant step forward in terms of productivity and safety. Adaptive ESP and intelligent crash repair systems where complimented by never-seen-before options such as automatic side sliding doors and thorax airbags to name a few.

We've recently returned to the Merc, testing it in 150hp, complete with the company's five-speed automatic, and found this combination made perfect sense. Anyone working in multi-drop work will find the reality of the urban environment requires you to concentrate, not just on the cramped road ahead, but also on your particular destination at the time. Having an auto significantly eases the stress in such a scenario, allowing you to focus on other matters - and to top it all it should ease fuel consumption and reduce overall cog wear.

For the full road test check out the 23 August issue of Commercial Motor magazine

Rumour has it you will get more money for your truck at auction than through a used dealer. With the strong demand for late-year, used truck dealers have been very proactive to get to hauliers and finance houses ahead of the auctions to ensure their prices are met, stock is secured and margins are maintained.
Passing on price hikes to the operator has not proved popular.
Two auction houses have confirmed this trend and have to work hard themselves to make sure they aren’t squeezed out of the used truck supply chain. If you are a haulier the message is 'shop around' it will pay off.
Many hauliers have even gone down the private sale route to make sure they get the full return…either way it’s a sellers market.
What you replace your fleet with is, of course, another question.

Nikki King who runs Isuzu trucks in the UK is one of my favourite people in the industry. She is always enthusiastic, totally dedicated to outstanding customer care and by sheer determination has build an outstanding business in the UK. She is so aware of customer care that every customer has her home telephone number.
It was good therefore to visit the new and very smart Isuzu Truck head office in Hatfield. It has a huge, airy training centre and plenty of room to expand. They will need this as they will be launching the new F series vehicles up to 18 tonnes next year.

I used our video camera to record the presentation to journalists about the new vehicles.Sorry that the quality is not great, but is a good explanation of what they are doing. The launch will be at the CV show next year.

See the video

It turns out the Department for Transport is only keen on implementing whole vehicle type approval and not policing it. It means once you have registered a particular vehicle you are free to change its specification without risk of being highlighted, caught or fined.
As loopholes go it’s not bad. It means manufacturers can simply build one type of body, register the vehicle, bring it back in through the back door, make the changes and out it goes again without recourse to WVTA paperwork and cost.
Even at the MoT stage there is no chasing up even if the vehicle doesn’t match the specification listed on its original registration documents. To power phrase a DfT representative at one of the seminars, hosted in conjunction with the Society of Motor Manufacturers and Traders, “we are only here to implement it not enforce it”.
Another cash cow? The DfT aren’t planning to close the loophole even though it raises questions about validity, build quality, and cost cutting measures.
The DfT is keen for trade to put in its opinion and has questionnaire on its website.

It has taken a while but Commercial Motor has finally got around to testing MAN’s TGA 26.440 that won the Euro-4 1,000 Mile Test last year.
So, if TGA is now superseded by TGX and TGS why do the test? Because the engine underpins the new range, and it gives you an idea of what fuel economy you can expect from the exhaust gas recirculation [EGR] camp.
Read CM’s 18 October issue to see if can repeat its success from last year.

Exhaust gas recirculation (EGR): the traditional method of reducing NOx (nitrogen oxide and nitrogen dioxide) in petrol and diesel engines.
It re-circulates a portion of the engine's exhaust gas back to the engine cylinders, mixing with incoming air and the re-circulated exhaust gas dilutes the mix with inert gas, lowering the adiabatic flame temperature and (in diesel engines) reducing the amount of excess oxygen.
The exhaust gas also increases the specific heat capacity of the mix lowering the peak combustion temperature. Because NOx formation progresses much faster at high temperatures, EGR serves to limit the generation of NOx. NOx is primarily formed when a mix of nitrogen and oxygen is subjected to high temperatures.
Selective catalytic reduction (SCR) is a means of removing nitrogen oxides, often the most abundant and polluting component in exhaust gases, through a chemical reaction between the exhaust gases, a (reductant) additive, and a catalyst.
A gaseous or liquid reductant (most commonly ammonia, urea referred to as AdBlue) is added to a stream of flue or exhaust gas and is absorbed onto a catalyst. The reductant reacts with NOx in the exhaust gas to form harmless H2O (water vapour) and N2 (nitrogen gas).

Marketplace headlines: Fuel price hike slows vehicle purchase, whole vehicle type approval and CV Show
In next weeks used vehicle section in Commercial Motor we assess the effect of the fuel price hike to operators.
As well as hitting them in the pocket for running costs it also forcing them to think twice before purchasing, reports Steve Banner.

Commercial Motor was there 12 months ago when ProTruck Auctions opened its doors for the first time. It was a step into the unknown for Charlie Wright, who had long been synonymous with Commercial Vehicle Auctions.

On 16th October 2007 at 10am PTA celebrates its first year of trading. After a cracking opening start, they turned over £1.4m on the opening day, Wright saw auction revenue drop towards Christmas. Since then it has developed gradually and its last sale turned over a record £1.7m selling 261 bits of kit.

Renault Trucks has announced a facelift to the Renault Magnum tractor, to appear in the first half of next year. In a press release today, the company says:

Renault Trucks will launch a new version of the Renault Magnum in early 2008, with the CV Show at the NEC in April forming the international public launch for this new vehicle.

Featuring a sleeker, more powerful design, the new Renault Magnum is clearly dedicated to enhancing on-board comfort, with an even roomier cab. Offering outstanding technical performance and a broad range of services, the new arrival further consolidates Renault Magnum's position as the acknowledged benchmark for comfort, design and efficiency.

See the rest of the press release and more pictures after the break.

Anyone looking to halt the aging process could do worse than rub essence of Renault Trafic on their body. Time after time we have driven this medium sized van (and its relation the Vauxhall Vivaro) and come away scratching our heads wondering how they have managed to produce a machine that drives with such confidence and composure.
So what we hear you say, all vans are easy to drive nowadays. This may be (mostly) true, but this particular LCV was launched in 2001 and since that time all its rivals have released newer vehicles designed to put this French beauty back on the shelf.
However with looks that have continued to remain fresh and confident and a driveline that's arguably the best-in-class you have a van that's an excellent partner, whether just stepping out for an urban jaunt, or taking it out for a long-distance day trip.
Of course no one's perfect; we’re not fully sold on the sparten interior or the loose gear-change. But these niggles don't detract from what is still the best driving, and one of the best built, vehicles in the medium van sector.

For the complete road test check out the 6th March issue of Commercial Motor

The IAA Hanover Truck Show is all set for September this year with the organisers claiming record numbers of exhibitors booked for the commercial vehicle exhibition which kicks off on 25 September and runs until 02 October.

We're here in Frankfurt for the IAA's pre-Hanover press conference - don't ask me why it's not in Hanover - and the great and the good from the truck industry are in attendance for a thoroughly interesting day of press conferences to discuss the state of the industry.

As you'd expect the mood is a little bit subdued as the boom time for European truck registrations seems to be coming to an end. We'll be posting all the presentations and speeches from the conference, so you can check out what the top brass from MAN, Mercedes, Iveco, Volvo, Kamaz and Volkswagen have to say on the state of the industry.