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Kenworth Truck Co. / September 6, 2017
ELIZABETHTOWN, Pa. - White Oak Mills, a full-service Pennsylvania-based feed manufacturer, recently took delivery of a Kenworth T880S 7-axle straight truck, becoming Kenworth’s first customer to operate a T880S in this configuration.
To recognize this Kenworth “first,” selling dealer Kenworth of Pennsylvania – Carlisle held a special ceremony for White Oak Mills.
According to Josh Long, White Oak Mills transportation manager, the 7-axle configuration with 26-foot Walinga feed body allows the company to increase the amount of animal feed it hauls into Maryland and New Jersey – going from 11.25 tons per truckload to 22.75 tons. In addition, the company can carry three more tons of feed per load within its home state of Pennsylvania.
“This is huge for our company, especially in neighboring states where our load was restricted due to state laws,” said Long. “If you’re registered outside of Maryland and New Jersey, a tri-axle truck is considered a tandem axle, so we were not as efficient in how much feed we could deliver. However, with the 7-axle configuration that conforms to federal bridge laws, our out-of-state sales will be more efficient.”
White Oak Mills operates a fleet of 21 Class 8s – the new 7-axle T880S; 8 tri-axle straight trucks with 26-foot feed bodies; and 12 tractors hauling 40-foot feed trailers. The company delivers feed within a 150-mile radius of its plant, primarily for swine, dairy and poultry operations. “We purchased five T880 models earlier – drivers absolutely loved the ride and their productivity,” said Long. “When we worked with our Kenworth dealer and found new specs were available with the new T880S, we jumped at the opportunity. The key was a shorter hood (114-inch), the set-forward front axle, along with the PACCAR MX-13 engine (rated at 510 hp /1,850 lb-ft of torque) with an 18-speed transmission. It allowed us an overall length of 40 feet, with 45-inch spacing between the pusher axles and 54-inch space for the tag axle.”
According to Long, the truck can deliver full loads of feed via a top mounted auger system that sends feed to storage bins. In addition, the truck is equipped with a vacuum for grain recovery. “Oftentimes, we will have a customer who wants to move excess feed to another bin or farm,” explained Long. ”With this unit, we can vacuum up the feed, then transport and offload. It’s our do-all truck and will keep busy.”
Long said as demand increases and the T800S seven-axle proves itself, more will be purchased. “We feel we’re getting a double bang for the buck with Kenworth,” he said. “When we first got the T880s we were looking for reliability and productivity. We work 24 hours a day, six days a week, delivering feed and have a heavy-haul permit to load to 95,000 GVWR in our state. We found the trucks to be true workhorses with a very sharp turning radius – which we need since we’re delivering off-road and often in tight quarters.
“I’ve driven the T880 myself and found it to be very comfortable – I spent many years as a driver for White Oak Mills and still maintain my CDL. Since we don’t do slip seating here, each driver is assigned a truck. So, they all take special pride in what they drive,” said Long. “Since we got the T880s, everyone wants to drive one. There is so much more room – the cab and windows are bigger than our previous trucks. We’ve got drivers who are over 6-feet tall, and they just love the space. It’s a beautiful truck – and now with the 7-axle configuration, more productive than ever.”
Kenworth Truck Co. / August 24, 2017
KIRKLAND, Wash., August 24, 2017 - The Kenworth T370 is now available with factory-installed 18,000 lb. and 20,000 lb. front drive axles. The new offering is targeted for heavy utility services, construction, municipalities, fire and rescue, and other specialty applications.
The Kenworth T370 offers the Fabco FSD-18A and FSD-20A front drive axles paired with an all-new Fabco TC-548 transfer case for exceptional durability. The two front drive axles are available with the PACCAR PX-9 engine rated up to 350 hp and 1,150 lb-ft of torque. Both models require taperleaf front springs, and are available with air or mechanical rear suspensions.
Kenworth has designed the front drive axle configurations with the lowest possible cab and frame heights. This allows easier body access and permits body builder boom installations to remain under most height requirements in U.S. states and Canadian provinces.
In addition, the transfer case occupies frame space inside the rails from 36 to 52 inches behind back of cab, which provides clear space behind cab for body builder outrigger equipment. The transfer case includes an air activated front axle engagement switch and dash mounted indicator light, as well as a switch to control the high and low ranges in the transfer case.
The T370 is available with a gross vehicle weight rating (GVWR) of up to 66,000 lbs., and can be specified with manual, automated or automatic transmissions. The Kenworth T370 is already available in 4x4 and 6x6 configurations with axle ratings from 10,000 lbs. to 16,000 lbs.
“The addition of the heavier 18,000 lb. and 20,000 lb. front drive axles expands the T370’s already excellent reputation for being a vocational workhorse,” said Kurt Swihart, Kenworth marketing director. “The PACCAR PX-9 offers excellent power in a smaller package to move more weight. When combined with the higher-capacity front axles, customers can benefit from more of the payload’s weight shifted to the front axle, while still taking advantage of the T370’s short, 109-inch BBC (bumper-to-back-of-cab) measurement.”
Kenworth Truck Co. / August 17, 2017
Aggregate Hauler Finds MPG Improvement; More Payload with T880s
ARDMORE, Okla. - Wayne Brown started in the construction industry 43 years ago. His first job was as a truck driver for his family-owned aggregate hauler and he enjoyed his time behind the wheel. “I drove the traditional high hood,” he recalled. “I was always very fond of the look.”
So, it wasn’t surprising that when Brown bought his own rock/aggregate hauling operation in 2010 from his uncle, he went with the big hood, to join others in the fleet.
According to Brown, the company operated 24 trucks when he purchased the Oklahoma City-based company. “Now we’re up to 80 trucks,” he said. “And we’ve made the transition from the high-hood to the Kenworth T880 with the PACCAR MX-13 engine. That decision is really paying us back. We’re getting up to 1.5 mpg improved fuel economy* and the trucks weigh in at nearly 900 pounds lighter. When you run fully loaded with between four to 10 runs per day to a rock crusher, that extra payload really adds up.” Brown Transportation purchased its Kenworth T880s from MHC Kenworth – Ardmore.
Brown Transportation’s operation is a little unusual in the aggregate business. “We’re very diverse, which helps us weather any changes in the business climate,” he said. “We have 11 pneumatic trailers and provide sand for the oil industry in fracking operations. But that business can go up and down – it’s soft right now. So, we switch over to highway construction, delivering aggregate and rock in our belly and end-dump trailers. And since we’re a large aggregate hauler in our region, we can handle jobs others can’t. It’s not uncommon for us to get a call requesting a large delivery – due to our size, we can put more trucks on the job and complete a project in one day, versus three for our competitors.”
Another competitive advantage for the company is its decision to spec the Kenworth T880s with the 52-inch mid-roof sleeper. “On our 43 T880s, we’re running the 52-inch mid-roof sleeper,” Brown said. “While our headquarters are in Ardmore, we have our trucks domiciled in Krum, Texas, and in Davis, (Oklahoma), and Oklahoma City. On a Monday, the trucks might have a job 100 or more miles away, so they’ll work that site all week – making runs to a crusher or pit nearby. It doesn’t make sense to deadhead back to our facility every day. So, that’s why the need for a sleeper. And this size gives our drivers the comfort they need, plus it’s tall enough so they can stand inside the sleeper.”
Brown Transportation’s T880 52-inch mid-roof sleepers feature a liftable lower bunk with a comfortable 32-inch by 80-inch pocket coil mattress and storage underneath. There also is upper storage on the sleeper's back wall, including a place for drivers to hang their clothes and jackets.
On average, Brown’s T880s average around 100,000 miles per year. “With the fuel savings we’re seeing with the T880, it means each truck is saving us close to $10,000 in fuel per year,” he said. “That factors into our total cost of ownership. We also look at cost of operation – and the T880s have been very reliable. Since we pay our drivers a percentage of the load, they have as much riding on the deliveries as we do. We expect our Kenworths to perform and we haven’t been disappointed.”
One spec change the company recently made was the move to the Eaton UltraShift® transmission and disc brakes. “Our more senior drivers were used to driving 13 and 18 speeds and voiced concern when they heard we were switching to an automated manual,” said Brown. “But, now, you couldn’t get them out of the truck – they’d never go back to a manual. They’re no longer using their left foot and right hand all day long shifting. They’re less fatigued at the end of the day.”
Helping even further, said Brown, is the quietness of the T880. “That PACCAR MX-13 engine (rated at 455 hp) is so quiet,” he said. “There is a big difference compared to the other engine we were running.”
Brown also said the trucks bring a sense of pride to his drivers. “We make sure the trucks are washed – even the engines – every two weeks. One of my pet peeves is I like to have a nice looking fleet, so every other Monday, our drivers climb into a truck that looks brand new. I like it and they like it. And they in turn take better care of the trucks. We really have a special relationship with our drivers. We’re family-owned here too – my son Chad is vice president of operations, and his wife, Sara, is our CFO. We’re small enough where we know everyone and have a true family culture. That, along with our equipment, helps keep our driver turnover significantly lower than others in our industry.”
5 Cool Things About Our Electric Powertrain Concept Truck
IT’S ALL ELECTRIC!
The demonstrator truck uses a 140 KWh battery pack instead of a 12-liter engine. The weight of the electric powertrain is roughly equal to that of the removed engine, aftertreatment, transmission and fuel tank. The tractor day cab when paired with a trailer has a gross vehicle weight rating limit of 75,000 pounds. The concept truck has a range of about 100 miles on a single charge for city driving that’s extendable to 300 miles with additional battery packs. The powertrain and truck will enable Cummins to learn more about the potential electrification holds for larger vehicles.
IT HAS PLENTY OF OTHER ENERGY-SAVING FEATURES
A regenerative braking system and the potential for solar panels on the trailer roof can send energy to the battery pack. Air drag is reduced by replacing side mirrors with an in-dash camera system. The truck achieves a significant air drag reduction via its highly streamlined design as well as a better sealed truck body and underbody – with no front radiator intrusion.
ITS ENVIRONMENTAL IMPACT
Like Cummins’ diesel, natural gas and alternate fuel products, the concept powertrain and truck are designed to limit the vehicle’s impact on the environment. Electric cars and trucks produce zero emissions, which is important at a time when climate change is such a big concern. If the charging power is generated from 100 percent renewable sources, then the truck can be described as fully carbon neutral.
IT’S ALL ABOUT OPTIONS
Cummins wants to be the global leader in powertrains, offering customers a variety of power solutions to meet their particular needs. Diesel engines aren’t going away. The company expects diesel to be a popular option with customers for years to come. Cummins has and will continue to produce the cleanest diesel engines in the world, reaching near zero emissions levels.
IT HAS CUMMINS’ SIZE AND EXPERIENCE BEHIND IT
Cummins has been meeting the power needs of its customers for nearly 100 years, whether by diesel, natural gas, electrification or something else. The company’s technical staff of 10,000 people around the world has the high tech tools to study everything from a variety of bio fuels to waste heat recovery and even solid oxide fuel cell technology to power the next generation of Cummins’ engines and related products.
Unveiling the Next Generation of Energy-Diverse Products and Technology Solutions
Clean-diesel, near-zero natural gas and electric power solutions: What do these things have in common? They’re the latest in a series of next-generation, energy-diverse products and technology solutions being developed by Cummins.
During an event held Tuesday, Aug. 29, 2017 at the Cummins Technical Center in Columbus, Indiana, employees, company executives, global media and elected officials watched as Cummins unveiled its latest power solutions and energy-diverse products, demonstrating that the company is prepared to win with new and future technologies.
“Cummins has always been an innovator,” stated Congressman Luke Messer. “Today serves as the latest example of how this thriving Indiana business is developing cutting-edge technologies that will shape the manufacturing industry for decades to come. It was an honor to join Cummins today and support the thousands of Hoosiers that work for this great Indiana company.”
From Natural Gas to Clean Diesel to Electrified Powertrain Solutions
The company displayed the latest in near-zero natural gas engine technology, as well as super-efficient diesel engines (the X12 and X15), and shared plans to introduce a revolutionary heavy-duty diesel engine in 2022. To round out the company’s expert capabilities in powertrain design, Cummins also revealed, for the first time ever, a fully electric class 7 demonstration Urban Hauler Tractor (pictured below in a rendering).
These products and technologies add to Cummins’ unmatched portfolio of solutions and offer customers the latest in environmentally-friendly, cost-effective and powerful products to help them succeed in every market and every application.
With these new innovations, Cummins will continue to provide connected customer support, including cloud-based solutions and big data analysis, in order to maximize up-time, safety and business optimization, increasing customers’ bottom line.
“These new technological innovations build on our 100-year legacy of bringing the best solutions to our customers, driving their success and meeting the evolving demands of their industries and markets,” said Jennifer Rumsey, Chief Technical Officer, Cummins Inc.
“We will harness our global technical footprint to continue to develop a wide variety of power technologies to bring our customers the choice and solutions that enable their success and contribute to a sustainable future.”
During the event, which included tours of the Cummins technical center, Cummins leaders and scientists showcased the company’s continued innovation and work in analysis-led design capability, virtual reality, alternative fuels and digital capabilities, all of which are positioning the company to win in current and future technologies and in new markets.
“As a global power leader for the commercial and industrial customers we serve, with an unmatched service and support network, we are better positioned than any other company to win in new and emerging technologies and in new markets,” said Rich Freeland, Cummins President and Chief Operating Officer. “We will leverage our deep industry and customer knowledge and our scale advantage to win. Over the past century, our ability to innovate and adapt has fueled our success and we are confident we are on the right path to do it again.”
Cummins leadership believes that energy diversity is critical to its future success. For more information on these power sources and technologies of the future, check out the stories below.
5 Cool Things About Our Electric Powertrain Concept Truck
7 Ways Cummins Goes High Tech to Power Its Customers
Cummins Positioned for Growth and Leadership in New and Emerging Tech
Virtual Reality Helps Cummins See the Big Picture
KS: Hope you don't let a couple of bad apples spoil it for the rest of us. Please comment on the new Mack's at some time.
Better than nothing I guess even tough they fall far short of the old standards. I think the Anthem is way better than Vovo's
first attempt in 2005 to make over the vision and turn it into the CX. The vision was at the forefront of modern design however the rest of the industry caught up and left the CX CXU in the dust. IMHO
Hi I got a question if you have the time I got a 93 400 vmac and I get a timing actuator mechinacal system not operating properly code on my otc hd scanner with a derate only when I pull a hill loaded rest of time it's fine. Shut key off restart it clears till next hill. Any ideas. Thank you in advance.
Hey buddy I have a Magnum cab over as well. what Is your vin? this will tell us if your magnum Is an earlier or later build. My Magnum Is vin # 006873 Mack Museum says mine is the 13th magnum built. if you need some info on a magnum let me know. there were only 64 cab over magnums built . Only 48 stayed in the States and the others went to Canada. You have a very Rare truck. Be careful what you do with it. if you decide to sell it please holler. if you need any help on fixing it up.....I can help. I live in Oregon and I am sure I have the only Magnum cabover around. They are a blast. call if you need anything. Jake 541-280-1849 I will try to post some pics of mine soon. I would love to see pics of yours!