RoadwayR

GM and Isuzu didn't get around the import issue, the trucks are assembled by Spartan Motors in Charlotte MI..

Back to the subject of the new Chevy/Isuzu class 6 LCF, I think it is interesting to compare it to it's likely #1 competitor, the Ford F-650. My best guess at this point is the Ford will have a lower purchase price, but the Chevy will have lower operating costs and better resale. There is still an aversion to cabovers in this weight class, but ease of use in congested urban areas and the very spacious cab may convince some operators to switch. I think we will see a trend to smaller diesels in class 4-6 trucks and the 5.2L Isuzu could eventually be an advantage over the Ford 6.7L Powerstroke. If the 6500XD/FTR is anything like the NPR's I have been around, it won't break.

Superb HN80? I say good design, poor execution.........

Too much weight on the front axle. Spread probably part of it too. Most all jobs use a pump anyway.

NO front discharge mixers in CA.. And the market for mixers here alone is enough for Kenworth to sell plenty.

My guess is a GM cab on both the Chevy and International versions. Is GM-VISTA the new name of the JV? There are rumors the JV will eventually include class 6/7 trucks too. Now that Navistar has the PSI propane and gasoline engines in the conventional IC bus, they need to offer those engine options in their medium duty line.

Speaking of Brigadier's, take a look at these two: Notice anything strange?

Not a 392, it's a V series, probably a 478 or 549.

Interesting, were those built in Pontiac or Brazil/Argentina? There was a later version of the 'Super Brigadier' based on the White/GMC Autocar: The Brigadier was the only GMC heavy truck that stayed in production after the formation of Volvo-GM Heavy Truck. The Brigadier continued in production at the old GM Truck and Coach plant in Pontiac with little more than a new 'WhiteGMC' nameplate on it's hood until sometime in late 1989 or maybe early 1990 when the Pontiac plant closed and GM medium duty production (all-new 1990 TopKick and Kodiak) moved to Janesville WI.. Volvo replaced the still-popular (particularly with auto transporters) Brigadier with the WG, a truck that I don't think ever equaled the old Brigadier in popularity or durability.

I think that N/F series cab is somewhat modular, seems as though Isuzu builds it in different lengths and widths. I take it the Giga cab is still used?

Good point, however large the North American medium duty LCF market is, Isuzu and GM are well positioned to take a big percentage of it. I think it is interesting GM has enlisted the aid of two partners in their return to the commercial truck market, Isuzu and Navistar. Of course, renewing the distribution agreement with Isuzu was quick and easy, and a win-win for both parties. Dealers too. The real question is where does it all go from here? Will GM once again take equity in Isuzu, or perhaps Navistar? Will GM expand into class 6 and up?

Isuzu needs a bigger U.S. presence, but I am unsure how they can do it without conventionals.

Not sure a full VW takeover of Navistar is in the cards, but both parties will benefit from the alliance. It is not clear how the new U.S. administration will view foreign takeovers of large U.S. corporations. I have heard rumors that a class 6 Chevy is being considered, and I know some dealers would really like to see one.

That F series needs a gasoline/CNG engine option.

Quick question- what year was the last F/Interstater built? Thanks.

I wonder if DTNA will ever be spun off.

They need to stick that gasoline 8.8L in the DuraStar!

Mack's answer to White's Velvet Ride?

What you say makes sense, seems I have seen the setup in a brochure for a Western RL 700. Never seen inverted camelback on a dump or mixer.

I have always wondered about Mack's inverted camelback bogie. I only saw a few on older R models, not sure what it's purpose was. How did it compare to regular camelback, and what years was it offered?

Oops! Edited original post.

Not good for Westport.

BTW- Clarification on Chevy big blocks: The 8.1L design was sold to Powertrain Solutions Inc. (PSI), who improved and enlarged the basic design. Manufactured by PSI, it is sold as an 8.8L and a 10.4L. The gasoline version of the 8.8L did receive certification for 2017, and will be offered in International's IC conventional school bus: https://www.schoolbusweb.com/home.html/front_page_blog/ic-bus-adds-gasoline-engine-to-ce-series-r92/ Would not at all be surprised if this engine makes it into the DuraStar eventually. The 8.0L is a version of the older 'Mark VI' 7.4L. It is manufactured by GM and distributed through Powertrain Integration (PI): http://powertrainintegration.com/pi-thon-8-0l-v8-lpg/ Currently the 8.0L is offered only as a propane engine, but GM Powertrain lists it as gasoline capable. Of course that doesn't mean that it is currently EPA certified for installation in new vehicles. http://www.gmpowertrain.com/engines/8l-lfi.html Further complicating matters is the fact that PSI recently purchased PI! So, maybe a PSI 8.8L gasoline fueled Isuzu FTR.

No, I was supposing the 4H would be used in the tandem. That engine will indeed be fine for the FTR. GM still makes an 8.0L V-8. This engine is distributed through Powertrain Integration, and is the engine used by Freightliner in their propane fuels school bus chassis and medium truck. It is adaptable for CNG, LNG, and gasoline. I think it's a more durable platform then Ford's V-10. The 8.0L might be a good fit in the FTR.

Isuzu ought to consider a gasoline option for the FTR. I say this because of the high percentage of gasoline fueled NPR's I see. I think a tandem axle version would have a limited market, and I can't see the 4HK1-TC having enough power for a 50,000#+ GVW truck. 6HK1-TC perhaps? Wonder if Chevy dealers will get a version of the FTR?