kscarbel2

America was built on the back of the Mack truck, as well as the International. The legendary Loadstar was the backbone of the American farmer, carried children to and from school, and allowed states and municipalities to maintain our roads. The stunning Transtar 4070A and Transtar II 4070B were industry benchmarks in the COE segment. A young Zenon C.R. Hansen joined International Harvester in 1927. So impressed were they that the company placed him in its management training program. At age 19, with two years service, Hansen was sent to work internationally in Europe. Over the following seven years, spent on the continent and in Africa, Zenon acquired invaluable on-the-job training and learned to fluently speak French, German and Italian. Given the opportunity to go out on his own and to establish a Diamond T dealership in Portland, Oregon, Zenon reluctantly left International Harvester after 17 years. He quickly became Diamond T's largest distributor.

Exactly. America's iconic Mack Trucks, today, is nothing more than a memory......and a Volvo product wearing a Mack nameplate. "What Volvo has done, reduce an American icon down to a mere shell of its former self, should be a crime."

Bob and I agree 150% with you, that Ford should create a purpose-designed medium truck cab. The cost of designing such a cab, today with the use of software, is ridiculously inexpensive. Realistically......light, medium and heavy each have their own unique cab requirements.

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The only American bus manufacturer left that I can think of is California-based Gillig, and their product appears to be a generation behind. https://www.gillig.com/buses https://www.bus.man.eu/de/en/city-buses/model-overview/Model-overview.html

Daimler Press Release / February 25, 2019 Mercedes-Benz eCitaro proves itself in daily operation in Germany Transport operators in Europe test the eCitaro's suitability for daily use Highly developed technology as the basis for maximum efficiency Stuttgart / Mannheim – The first battery-electric driven series-production Mercedes-Benz eCitaro buses have been in operation in public transport in Hamburg and Heidelberg for several weeks now. More electric buses are to follow in Germany in the coming weeks. We have now received the first orders from neighbouring European countries. At Daimler Buses, production of the eCitaro is at series level and the bus plant in Mannheim can deliver. All in all, there is not yet a universal demand for electric buses from the public transport companies. This might be because switching a conventional bus fleet to electric drive and ensuring the necessary infrastructure can be more complex than planned. Transport operators in Europe test the eCitaro's suitability for daily use At the same time as the deliveries in Germany, in a few days several eCitaro buses will be driving to locations and contract partners of Daimler Buses in Luxembourg, France and Poland. Once there, they will be integrated into local bus operations to convince those responsible for local public transport of their qualities and suitability for everyday use. The advantages of electric buses: They do not emit pollutants locally and make almost no noise. These are aspects which are currently of great importance to the development of clean air planning in many cities and regions. On the other hand it requires a lot of time and money for transport operators to change to electric buses and the necessary infrastructure. The technology of an electric bus alone is very expensive and the infrastructure must be designed to fit the local situation and requirements, for example charging stations, workshop equipment, qualification of personnel etc. Therefore Daimler Buses - one of the most experienced and strongest partners of bus operators - supports transport operators with its eMobility Consulting and Omniplus by offering individual advice, services and training to companies making the change. One of the most important stipulations necessary to Daimler Buses entering the market for electric buses was to be able to offer a vehicle which satisfies transport operators in every way just like the well-established Citaro has done a thousand times over. The electric bus must combine operating safety, availability in the daily routine and the driving safety of a series-production vehicle with the new requirements for emissions. Highly developed technology as the basis for maximum efficiency The Mercedes-Benz eCitaro is not produced in a prototype workshop but on the same production line as all of the other city buses in the plant in Mannheim and has thus achieved production standard. The distinction lies first and foremost in the drive technology. The eCitaro buses that will be available for testing in European cities are equipped with ten battery packages and a total capacity of 243 kWh as well as electric motors mounted close to the wheel hubs. The thermal management optimised to the very last detail with battery cooling, air conditioning with a heat pump and connected components is a highlight in the world of bus construction. These features ensure minimum energy consumption and in turn the highest efficiency and maximum range. The fact that the power consumption of an electric bus for heating and cooling can be as much as 50 percent is a challenge that in the main only bus specialists are aware of. The complex chassis of electric buses is characterised by the Electronic Stability Program (ESP) as well as roll and pitch control, for example. Safety, efficiency and environmental conservation are all integral to the Mercedes-Benz eCitaro. .

DAF Trucks Press Release / February 19, 2019 DAF Trucks helps Dutch supermarket chain Albert Heijn to supply its shops electrically. It has handed over the first electric trucks to Albert Heijn carriers Simon Loos and Peter Appel Transport. It is the start of a long-term field test involving three fully electric trucks and two plug-in hybrid trucks — with the latter marking a first in Europe. In 2014, Albert Heijn – with over 1,000 supermarkets in Holland, Belgium and Germany – signed up to the ‘Green Deal for Zero Emission City Logistics’; an initiative that brings together shippers, carriers, technicians and authorities to jointly conduct research into how to achieve maximum progress towards zero-emission deliveries in urban areas by 2025. For Albert Heijn, DAF, Simon Loos, Peter Appel Transport and TNO – Netherlands Organisation for Applied Scientific Research – the trial now launched will provide insight into how the transition to zero-emission deliveries could take shape. The best of both worlds The test project involves three battery-powered electric trucks (DAF CF Electric) and two plug-in-hybrid trucks (DAF CF Hybrid), plus a quick-charging infrastructure from VDL. The CF Electric has a fully electric range of some 100 kilometres. The CF Hybrid featuring E-Power Technology from VDL offers the best of both worlds: fully electric driving in urban areas (range: up to 50 kilometres) and efficient and clean driving in extra-urban areas thanks to the latest diesel technology from DAF. Analysis The partners intend to gather as much information as possible about the technical, operational, financial and organisational aspects involved in making zero-emission deliveries to supermarkets. TNO will analyse the results of the trial with a view to establishing a strategy for implementing zero-emission deliveries to supermarkets in the near future. Zero-emission deliveries Testing with the fully electric CF Electric trucks will initially be limited to journeys between the distribution center in Zaandam and the supermarkets in Amsterdam. With plug-in hybrid trucks, Albert Heijn can also supply stores further away from Zaandam without any emissions. The truck batteries will be charged between journeys at a specially designed charging park at the Albert Heijn distribution centre in Zaandam. .

Great footage.......beautiful facility. .

Right-hand drive.......try it, you'll like it.

Let's say that I wanted to launch a new Class 6 or Class 7. I myself would choose Class 6 over Class 7, or Class 6 accompanied by a sister Class 7 version (e.g. F-650/F-750), because the non-CDL Class 6 segment is where the volume is, and I can only make money via decent volumes (economy of scale). Now let's reflect on the past.....Mid-Liner. The bulk of sales were non-CDL MS200P rigids (air-over hydraulic brakes) and MS250P rigids (full air brakes). Fast forward to the present with, for example Ford. The F-650 outsells the F-750, what Bob, nearly 10 to 1? And will Volvo offer a gasoline engine option in this Class 7? Reasonable question. After all, North American customers are asking for a gas option. Even Fuso is offering a GM (6.0L) gasoline engine. Ford's new purpose-designed 7.3L gasoline truck engine is here, and the Silverado/Navistar CV is about to land a gasoline engine.

I believe you. That said, my understanding is the Mack brand is getting a medium truck. Hmm. You’re right, the MHD is too expensive....the dealers can’t sell them.

My understanding is, under 26 U.S. Code § 4501, the truckmaker pays 12% tax on the first imported truck (CBU - completely built unit), and then the distributors (dealers) pay a 12% tax on each truck they sell. However, there is an exclusion for truck chassis with GVMs of 33,000lb or less. In the Mid-LIner days, we imported CBUs which arrived via the Port of Wilmington, Delaware. Penske and Ryder truck rentals loved them, and their trade-ins created a terrific second-hand truck market.

The Mack Mid-Liner was a fantastic product for both Mack Trucks Inc. and its distributor network. Period. What I'm saying is the North American playing field has entirely changed from year 1979 to today year 2019. It's so full with brands and product, particularly due to new models over the last couple years, supply exceeds demand. As a result, profitability is evaporating as go after sales. RVi does build a good truck (Range D, ect.). But Volvo might hesitate to offer a new U.S. medium with the same DAF-built cab as the DAF LF sold by Kenworth and Peterbilt as the K270/K370 and Model 220. Volvo could set itself apart with a UD cab, it would have a lower cost basis over an RVI KD kit, and as you said UD needs the business (or else admit failure and close the doors). And as much as I like Renault, the Range D's front fascia is unattractive. https://www.kenworth.com/trucks/k270-k370/ https://www.peterbilt.com/trucks/medium-duty/model-220 .

Which takes me back to my first post in 2010............ https://www.bigmacktrucks.com/topic/2094-is-volvo-good-or-bad-for-mack-trucks/?page=7&tab=comments#comment-53474

New Zealand Trucking / February 2019 It’s in the bag From the early days until the late 1980s, mail was traditionally carried in canvas bags. Between towns and cities, the mail was moved by trains that sometimes included a Railway Traveling Post Office, the last of which was withdrawn in 1971. Mail would often be picked up, sorted and dropped off en-route, sometimes without the train slowing down or stopping. A loophole in the transport licensing rules at the time allowed for licensed bus services to also carry freight on scheduled routes; this saw a uniquely New Zealand-designed bus that could carry goods at the back and passengers in the front; the composite. Ironically it was the Railways that operated many composite buses. Mail to and from overseas was also moved in canvas bags. Photo: This picture shows three classic flat deck trucks of the 1950s and 1960s alongside the MV Wanganella in Wellington. Left to right they are: Bedford A, Ford Thames ET6 (Costcutter), and a Bedford OLB. From the ship’s side the mail would be taken to the Overseas Mail Branch for sorting and distribution around the country by rail or composite bus. .

Power Torque Magazine / February 2019 Named after a series of 11 operations conducted by the American Forces in the Vietnam War, the Freightliner Coronado is a worthwhile member of any team – Words by Brenton O’Connor, Images by Geoff Parrington. The tipper and dog market is booming, especially in NSW and Western Sydney, so the invitation from Daimler Truck and Bus to drive its new tipper demonstrator was an opportunity not to be missed. The truck in question was a Freightliner Coronado 114 day cabin, fitted with a Hercules alloy body and hooked up to a Hercules alloy quad dog trailer combination. This had been setup to run as a conventional 50.5 tonnes, 19-metre truck and dog (as the set forward front axle of the Coronado 114 meets the infamous ‘bridge formula’ for extreme axle spacing). Alternatively, the truck can be used as a level two HML/PBS (on approved routes) that allows a gross combination mass of up to 57.5 tonnes. A lot has been done to the Coronado to help with weight distribution due to the extreme forward steer axle location on this truck, and driving these changes has been Michael Egan, senior manager of Freightliner fleet sales. Michael was on hand to explain the key changes and modifications Freightliner has made to create a better spec, and particularly to help with weight distribution. The front axle on the 114 Coronado is mounted only 756 mm from the bumper to the centre of the steer axle, and, to put that in perspective, the Western Star 4800 is 872 mm and the Kenworth SAR is 870 mm. This extreme forward axle spacing has created weight distribution issues for Freightliner, particularly in rigid tipper applications. Typically, the wheelbase of choice for Coronado 114 tippers has been 5300 mm; however, the truck tested was some 500 mm shorter at 4800 mm, fitted with a decent length 4.3-metre body. To accomplish these dimensions Freightliner Australia has made a number of changes to the truck and equipment. The most significant is the exhaust routing, with the exhaust system modified so that the exhaust gas comes directly out of the DPF filter and straight onto the ground, resulting in the removal of the dual stainless-steel stacks normally fitted up each side of the cabin. The reasoning behind this is to be able to move the tipper body right up to the back of the cabin in order to push weight forward onto the steer axle, removing the substantial gap between the cabin and the body where the exhaust system and dual stacks were typically routed. The next major change has been the fuel tank design and location. Typically, the tipper spec will come with three round tanks – two for fuel and one for hydraulic oil. However, the Coronado as tested was fitted with two short and deep square fuel tanks incorporating integrated steps, that were fitted as far forward as possible to again help get weight forward. The left-hand fuel tank had been split to give 200 litres of hydraulic oil, and, as such, the truck has a total fuel capacity of 630 litres, which should be plenty for most applications. The only downside of these tanks is that they no longer provide the same ease of access to the cabin as experienced with round tanks when fitted with big wide steps across their full width. A further possible concern is their close proximity to the ground, opening up the possibility of damage if going off-road into construction sites to deliver bulk materials. Another change has been the fitment of the batteries in cabin, rather than on the left-hand-side of the chassis. The batteries have been fitted underneath the passenger seat to further help move weight forward. Freightliner Australia has also fitted a number of yellow grab handles to make access in and out of the cabin easier, an attention to detail that will appeal to purchasing officers in large fleets who are safety conscious. The only engine offering on the Coronado 114 is Detroit’s DD15, available in a range of horsepower and torque settings. In this application it was set at 500 hp and 1850 lb-ft of torque. For those wanting extra power it’s upgradeable to a maximum horsepower rating of 560 hp with torque staying the same at 1850 lb-ft. The DD15 is one of the few engines running a combined EGR and DPF system (rather than SCR) in order to meet its emission obligations, and, whilst to many readers that will be off-putting, it really shouldn’t be. The DD15 was an engine designed to run EGR from its design phase and not a tack-on to an already existing engine that was never designed from the outset to host EGR. So confident is Detroit of its engine’s success, included (as standard) is a five-year/one-million-kilometre warranty and a minimum of 40,000 km service intervals on B-double work that can be extended even further depending on fuel burn and operating conditions. The truck tested was fitted with the optional Eaton UltraShift transmission, providing a full two-pedal operation. Freightliner still has the best gear selection method for trucks running this transmission, with its steering-column-mounted ‘paddle shift’ known as SmartShift making both selecting gears, and also manual upshifting and downshifting, easy. Furthermore, it saves space in the cabin and improves access from the driver’s seat into the sleeper cabin (when fitted). Another nice advantage is the integration of the gear selection into the main display allowing the driver to easily identify the gear selected. Driving the Detroit DD15/Eaton UltraShift package with the loaded combination obviously makes life easy, without needing to operate the clutch or changes gears manually. Like most UltraShift trucks, the transmission is too slow to upshift in the lower gears and requires the driver to manually ‘tap’ the paddle shift to force the transmission to upshift, otherwise the truck revs out to 2100 rpm before it shifts up. On one particular occasion, when leaving the BP truck stop in Epping, the truck wouldn’t shift out of second gear, even though automatic mode was selected, therefore a manual upshift was required to get the transmission to move up through the gears. When it comes to steering feel, the Coronado 114 excels, which could be in part due to the dual steering boxes fitted as standard to the truck. The steering is both light and direct and has excellent road hold. So much so, that the truck drives as if on rails, and, even when dropped off the edge of the bitumen onto the gravel road shoulder, the truck remains composed and is easy to bring back onto the black top. Going on further, the truck handles extremely well, and when cornering the truck feels very composed and inspires confidence into the driver. The downside of the road handling is the ride comfort, particularly from the steer axle. While the firm front springs provide exceptional road handling, they are very firm, and on rough roads the truck is quite rough. The rear suspension is Freightliner’s AirLiner 46K airbag suspension, with a four-bag arrangement. The nature of a four-bag tandem-drive airbag setup doesn’t provide the same level of axle articulation, movement and ride comfort when compared to an eight-bag arrangement. For the test route, a trip was taken from Daimler’s Somerton dealership north up the Hume Highway to Broadford, where the vehicle weight at the checking station recorded a gross combination weight of 46.06 tonnes. From there the route detoured west to Kilmore, then onto Wallan, before returning to the dealership at Somerton. This provided a combination of freeway travel, stop/starts through the towns and also some country highway with less than perfect road conditions, during which the rigid tipper and quad dog combination recorded an average fuel consumption of 1.75 kilometres per litre. Standard equipment on the Freightliner is outstanding, and, unlike other US trucks, one does not need to delve deep into the options list (with additional costs) to get a decent specification. Power mirrors and windows are standard, as is ABS and traction control, along with full cross locks (differential locks), Michelin tyres and Alcoa DURABRITE rims, all of which make the standard truck both comfortable and well equipped for the range of tasks likely to be thrown at it. The Coronado 114 is a good package, and the range of changes instigated by Freightliner Australia has sought to make the vehicle more suitable for tipper and dog work, especially with the explosion of PBS truck and dog combinations witnessed in recent years. Unfortunately, as the truck was not loaded to its legal limit, we weren’t able to ascertain how close to 6.5 tonnes on the steer axle the changes made by Freightliner have achieved; however, the technical drawings done by both Freightliner and Hercules indicate that it should be feasible. .

HIno is aggressively growing, and Isuzu has a solid reputation. Hino already reached Class 7, and now has the Class 7/8 XL series. And put the upcoming Class 7/8 Chevrolet/Navistar truck on your calendar (the MV/DuraStar replacement). Isuzu entered Class 6 with the FTR. Chevrolet sells the same truck as the 6500XD, and rebadged versions of the smaller Isuzu's as well. Huge footprint between Isuzu and Chevrolet. And then, for the customers who want a conventional, in addition to Ford and Dodge (Ram), you have Chevrolet and Navistar selling Class 4, 5 and 6 versions of their new conventional bonneted truck. I expect Dodge to add a Class 6 6500 any time now. It's a no-brainer. And though limited to Classes 3, 4 and 5, Fuso is in the game as well. So in Classes 3 thru 6, to say the least, the market is overly crowded with brands and product, meaning the trucks will be discounted in order to move them which kills reasonable profitability. So there's no point in Volvo jumping in the pool now.....it's already too crowded as is. Volvo pulled the plug on Mack medium product in 2003 (and North American UD sales in 2012) and never looked back. Mack brand distributors one-by-one took on one or more Japanese brands and Volvo didn't care. Do you think any Mack brand dealer is going to abandon their Hino or Isuzu franchise for Volvo's endeavor? Not. http://www.hino.com/hino-trucks.html https://www.isuzucv.com/en/isuzutrucks https://www.chevrolet.com/commercial/low-cab-forward-cab-over-truck https://www.mitfuso.com/en-us/models https://www.chevrolet.com/commercial/silverado-chassis-cab https://www.internationaltrucks.com/trucks/cv-series https://www.ford.com/new-commercial-trucks/ https://www.ramtrucks.com/ram-commercial/index.html#

They're too late to attend a now crowded party. Look at it this way, in the North American market, could they possibly and meaningfully compete in the medium-duty segment? Could they possibly compete with Freughtliner (Daimler) and Navistar in the mid- and high-end medium segment? Could they possibly compete with Ford in the low-end medium segment? The answer is no......so what's the point of such an exercise. Just speaking candidly.

The global Ford Ranger is good looking no more. Here we appear to see the 2021 Ranger. https://www.whichcar.com.au/news/2021-ford-ranger-is-this-it .

https://www.bigmacktrucks.com/topic/55800-mack-medium-duty-trucks/?tab=comments#comment-416443

This "Best of the Monkees" CD is really quite good. https://www.amazon.com/gp/product/B00008V5SD/ref=oh_aui_search_asin_title?ie=UTF8&psc=1

Apparently a third party is going to assemble knocked down (KD) truck kits. Based on UD, RVI, Volvo or Dongfeng....I don't know. NRV and Macungie have no capacity, so a third party will assemble. I myself would have called Spartan. I have zero optimism on the product because it's not being handled correctly. With what is now a very crowded market segment, and Mack brand dealers who have long ago all taken on Japanese franchises because Volvo offered them nothing, what's the point? Nobody at Volvo North America has expertise in such an endeavor. They're far too late to come to the party now.

You mean the upcoming Mack-branded medium trucks, right?

They give them away........zero percent financing too.

Right click on the picture. Click on "edit" Click on "compress pictures" Click on "compress for documents" Click on okay Then, now smaller, it should upload.