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Long before the Mack/Savage FDM700* came into being, Mack Trucks had already been selling a front discharge mixer chassis in the form of the Mack HMM “Front-Runner”. Produced from 1973 thru 1979, the Mack HMM was a solid product with “pedigreed” engineering. Featuring an ingenious side-tilting cab, the HMM offered unparalleled engine access. Why didn’t the HMM succeed? At that time, Mack customers were accustomed to and satisfied with rear discharge. And, Mack’s sales network had no direct experience selling mixer bodies. As with other truck brands, Mack dealers typically delivered the chassis to the customer who would facilitate the body purchase and installation on their on. At the most, the Mack dealer might “drop ship” the DM mixer chassis to the body manufacturer for the customer. But with the HMM, the dealer suddenly had to be a mixer body expert in addition spec’ing the truck chassis. So due to the significant learning curve facing the regional and local sales level, and again a lack of interest from the mainstream market that was satisfied with rear discharge, the HMM did not take off. But the main reason the HMM ended production in 1979 was because of an absurd lawsuit. Mr. J. Jack Willard had patented a front discharge mixer design in 1955, but never did anything further. Then Mr. Royal W. Sims designed a front discharge mixer in 1958, and in 1965 entered into a licensing agreement under the Willard patent that gave him all rights under the Willard patent. Sims opened a small operation in Salt Lake City, Utah called Rite-Way Inc. and begun building trucks for his own use. The small Utah truck assembly facility eventually evolved into Savage Manufacturing (for a time it was called Savage Rite-Way Corporation). A group of mid-western ready-mix companies obtained a license from Sims in 1966 to produce front discharge mixers in Fort Wayne, Indiana for their own use (Rite-Way, Inc. of Indiana, a.k.a. Indiana Rite-Way Truck Co., a.k.a. American Rite-Way Truck Sales Inc.). Rite-Way Inc. of Indiana went bankrupt in 1970, and was purchased by Moran Tank Company who went bankrupt in 1974. This operation then evolved into Advance Mixer, which began producing front discharge mixer for public sale. Terex acquired the bankrupt Advance in 2002. What became a heated contention was that R.W. Sims claimed that he had total control thru his Willard patent over the production and sale of front discharge mixers. Sims had gone on a patenting binge in an attempt to profit from what by 1970 had become an industry standard design. In the below excerpt outlining the position of Mack Trucks, you can gather insight on the DMM-based platform on which the HMM was designed. “Sims has advanced no evidence tending to show that his manufacturing processes are unique as opposed to unprotected "general secrets of the trade." Federal law is equally unfavorable to plaintiff since it is clear that his broad claims impermissibly overlap the Willard patent. For these reasons it is extremely doubtful that Sims' manufacturing process is entitled to trade secret protection as a matter of law.” Mack Trucks does not challenge the trade secret status of Sims' techniques but argues that even if Sims' manufacturing method qualifies as a trade secret, the plaintiff has failed to create a triable issue on Mack's use of his method. In support of its motion Mack has produced the affidavit of Robert W. Steig, its Chief Engineer for Special Vehicles, which states that Mack's front-discharge or "HMM" chassis was derived from another truck chassis manufactured by Mack, the "DMM". According to Mr. Steig, the general purpose DMM chassis was modified in two, and only two ways to adapt to it front-discharge use: (1) the cab was narrowed to allow load clearance to the right; (2) the front axle was moved 21" forward to shift the load to the rear axles. Steig also avers that he and another Mack engineer named Vogt developed the HMM chassis independently, without any information supplied by Sims. Steig and Vogt state Mr. Walter May did not make any technical contribution to the HMM chassis and that they did not learn of May's 1963 visit to Sims' facility until after the commencement of this litigation and long after the HMM was in production. Sims does not and could not claim as a trade secret the manufacturing process for the conventional DMM. Since the plaintiff does not dispute Steig's account of the derivation of the HMM, his claim is presumably limited to the two modifications required to convert the DMM to a front-discharge chassis. As to these two rather unexceptional changes, Sims must establish some factual basis from which a jury could properly infer that Mack used his methods. The HMM was an advanced example of Mack engineering. Had the HMM been better promoted resulting in higher sales, the cost of further litigation to resolve the Sims lawsuit would have been justified. Mack won the initial court ruling, that was overturned, and subsequently the lawsuit against Mack was again found to be invalid. By the 1980s, Sims had lost his grasp on the front discharge mixer concept in court, and manufacturers were able to design and produce trucks with his hindrance. The HMM was available in both 6x4 and 6x6 versions. The majority of HMMs produced were the all-wheel drive variation, utilizing Mack’s proprietary full-time TC15 transfer case. Unusual at that time, both tag and pusher axles were available as factory-installed options. Additional Photographs: http://www.bigmacktrucks.com/index.php?/topic/31616-never-seen-one-of-these-before/ http://www.bigmacktrucks.com/index.php?/topic/10924-hmm-series/ Further reading on the lawsuit: http://www.leagle.com/decision/19781657459FSupp1198_11494 http://www.leagle.com/decision/19801080488FSupp592_11001.xml/SIMS%20v.%20MACK%20TRUCK%20CORP. The lawsuit brings to mind the Mack G model, and the ridiculous concerns by Kenworth over what became industry standard cab design features. http://www.bigmacktrucks.com/index.php?/topic/837-the-g-model-story/ * https://www.bigmacktrucks.com/topic/34451-the-macksavage-fdm700-front-discharge-mixer/?tab=comments#comment-229321.

I suppose the Florida location explains the surface corrosion (instrument panel, ect.). From the condition of the exterior paint as well, it clearly spent time outdoors uncovered. That Mack standard green has been baking in the Florida sun. Still, $5,250 is a bargain. Orrville isn't building any more.

Correct.

Overnite Transportation's accountants would look out the office window and smile at the sight of their Mack MB city tractors.

The subject of the Mack/Savage FDM has come up so often recently that I thought to re-introduce it in more detail. Mack Trucks purchased Savage Manufacturing Corporation in 1989, making it a Mack subsidiary, Mack Trucks of Utah (for tax reasons). The resulting Mack FDM-700 model (FDM meaning “Front Discharge Mixer”) was available in both mid-engined and rear-engined versions. When first launched, the 12-liter Mack E7 paired with a Maxitorque T2080 transmission was standard, but Cummins L-10 and Caterpillar 3306B engines, and Fuller 7-speed manual and Eaton CEEMAT automatic transmissions were also available (previously engineered in on the earlier Savage version). The 9-speed Eaton Auto-Shift AMT later replaced the CEEMAT. The FDM had a cab that combined both driving and operational controls, allowing the driver to deliver and discharge up to 13 cubic yards of concrete from behind the wheel. Both single and tandem front steering axle configurations were offered combined with wide a variety of pusher and tag axle options. The standard mid-mounted engine location enhanced handling by allowing for a lower center of gravity for greater stability. The mid-engine, twin-steer axle design was also engineered for more optimized weight distribution in anticipation of upcoming changes to federal weight and length laws. In many ways, the mid-engine design was easy to service. However the placement also made camshaft replacement inconvenient. Savage Manufacturing had produced their first front discharge mixer in 1976 (Mr. R.W. Sims built his first front discharge mixer at what later became Savage in 1964). Ahead of Mack purchasing Savage in 1989, the latter company was a small operation with gross sales revenues of just US$5 million in 1988 (the year before Mack acquired Savage). Savage was marketing the “Dynamix Magnum” and “Super Magnum” front discharge mixers which had been launched in 1983. Savage Companies President Allen Alexander said of his decision to sell the mixer unit and focus on their principal business of material handling, “We recognized we had a great truck but (that) we’re not manufacturing people”. In 1988, front discharge mixers accounted for 15 percent of the mixer market. As the market leader in Class 8 construction, Mack felt with the rising popularity of front discharge mixers that purchasing an existing player like Savage would be a wise move. However after the purchase, it quickly became apparent that Savage was not a mature company with a mature product. For example, the crude Savage spare parts system proved a challenge to Mack dealers and factory branches. Rather than simply fit a Savage mixer with a Mack engine and transmission, Mack should have examined and redesigned the entire truck from one end to the other, possibly hiring a few engineers away from Oshkosh and McNeilus in the process. And, production should have been moved from Utah to Allentown so that Mack engineers could be involved day-to-day with developments. The resulting "pedigreed design" would have been worthy of the Mack name. In April, 1996 ahead of the ConExpo-Con/Agg show, Mack Trucks signed an agreement with T.L. Smith Machine Company of Springville, New York to produce jointly produce a rear-engined front discharge mixer. That same year, the mid-engined and new rear-engined versions of the FDM were given the names “Victor” and “Conquest”. Frustrated with the former Savage operation in Utah, Mack Trucks in December, 1998 announced that it would cooperate with Oshkosh and offer a Mack-badged version of the Oshkosh “S” Series front-discharge mixer chassis with a McNeilus mixer barrel system and Oshkosh front driving axle (Oshkosh owns McNeilus). Oshkosh would assemble the trucks utilizing Mack E-Tech powertrains. Making its official debut two days ahead of the 1999 Mid-America Truck Show in Louisville, the new truck was called the Mack FCM “Conquest II” (FCM representing Front-Discharge-Concrete-Mixer). As a result of the Mack-Oshkosh agreement, Mack discontinued production of the FDM in Utah and closed that plant, with production ending in September 1998. The Mack/Oshkosh tie-up ended when Volvo acquired Mack Trucks. Front-discharge is a very attractive concept. But even Oshkosh, with its superb “S” series front discharge chassis and McNeilus drum, has struggled to make front discharge a mainstream product. Other makers including (Terex) Advance Mixer (http://www.terex.com/construction/en/products/new-equipment/front-discharge/index.htm), Phoenix Mixers ( http://www.phoenixmixers.com), the Maxim Truck Company, Kimble (http://www.kimblemixer.com/mixers/front-discharge/) and now Navistar’s Continental (http://www.continentalmixers.com/continentalmixers/mixers/frontdischarge) on a MaxxForce-powered Phoenix chassis have also found profitability difficult in this challenging market segment. For as long as current technology encourages ready mix truck operators to stay with rear discharge design, for its lower cost and practicality, the front-discharge mixer market segment will remain small. http://www.bigmacktrucks.com/index.php?/topic/33736-mack-savage-mixer/ .

If you feel that you are happy with your Volvo Titans, then I have to respect your feelings. Volvo builds an respectable truck. But as an American, I have a serious issue with Volvo, the foreign truckmaker that acquired the U.S. truckmaking icon Mack Trucks, indeed "The Greatest Name in Trucks", and shut the Mack Truck company down. I also have a serious problem with the United States Department of Justice for allowing Sweden's Volvo Group to acquire Mack Trucks. Renault invested in Mack and encouraged the company to continue on a path of self development (while the two companies smartly seized valid opportunities were synergies could be identified). But Volvo Group, once getting their hands on Mack, promptly shut the company down. Please don't mention the EGR Mack engine issues to me, because all the US (and global) engine makers had challenges of one form or another. And looking at engine issues historically, there isn't a heavy truck diesel engine maker in the world that didn't have issues at one time or another. Had Mack Trucks remained an independently operating concern, there's little doubt the company's next generation of powertrains would have impressed. We had camshaft and lifter problems in the past, but did that mean the Maxidyne was a bad engine? No. You won't find a better vertically-integrated truckmaker than the former Mack Trucks.

Exact same superb doors as the MH Ultra-Liner.

Also probably no longer available, but Mack interior trim supplier Belmor (vendor code 7909) was offering thru Mack dealers complete interior trim kits in Levels 1, 2, 3 and 4 (http://www.bigmacktrucks.com/index.php?/topic/34169-mack-cabs/). Belmor also offered the new style 1984-on interior design in beige color for older cabs. It was a sharp looking installation, a major upgrade over the old (pre-1984) beige "deluxe interior" option. I recall it being available with a full-size headliner, or a partial headliner (shorter in the front) intended for the installation of a (beige) overhead radio console. http://belmor.com/index.html Now, I did a quick search and came up with this seller for the 1984-on beige kit: http://www.finditparts.com/t/300/manufacturer/mack//products/2604217/mack-204sx130

Here is a very interesting piece on the position of Mack Trucks in 1986. The RWI Super-Liner II had been introduced the previous year. Assembled on the state-of-the-art MH Ultra-Liner chassis, the new RWI-600 Super-Liner is a sales success. In addition, a severe service RWI-700 is available for logging, heavy hauling and other demanding market segments. The R-model remains the country's best selling conventional truck. In volume production from 1984, the Mack Ultra-Liner with its corrosion-proof Maxi-Glas cab has claimed 10 percent of the COE market. A composite structural cage of galvanized steel, aluminum and high-strength fiberglass yields unsurpassed cab integrity and the ultimate in driver protection. With ratings up to 500 horsepower, Mack's E9 V-8 has become a legend around the globe. Mack and Renault are doing an impressive job of working together where synergies are realistically possible. The Mack Mid-Liner medium truck is a sales success as the number one selling medium-duty cabover in America. And, the conventional cab Mid-Liner "CS" series has now joined the "MS" cabover range. Mack is test-marketing a Mack-powered version of the Renault FR-1 motorcoach in the US market (http://www.bigmacktrucks.com/index.php?/topic/34314-the-mack-fr-1-motorcoach/), and Mack Australia is selling the Renault PR100 municipal transit bus down under to the sum of 650 units (http://www.bigmacktrucks.com/index.php?/topic/34401-mack-australia-and-the-mack-renault-pr-series-city-bus/). And where can you find a more impressive picture? Here are three of the five most stunning Mack trucks ever built - the RWI Super-Liner II, the MH Ultra-Liner and the U.S. market RS Value-Liner (the other two being the Australian market V8-powered Value-Liner and Trident). http://www.bigmacktrucks.com/index.php?/topic/30016-mack-australia-the-other-value-liner/ http://www.bigmacktrucks.com/index.php?/topic/30035-mack-australia-trident-a-well-kept-secret/ .

Performance. Reliability. Resale. Reputation. Built Like a Mack Truck — It’s part of the language .

A teaser photo of a CH concept prototype. .

A consistent “closeness” to the product generates unique qualities that make Mack trucks different from all others. Mack trucks, built on a rich heritage of drive and determination that created the name and symbol respected around the world. .

The benefits of advanced Mack research and development can be seen and felt in the purpose-built Mack MR. For the toughest assignments in refuse, construction and specialty service, the Mack MR delivers unsurpassed productivity and operating efficiency. .

Built Mack-tough, the Mack Mid-Liner has the depend-on-it strength and durability to deliver with day in and day out reliability. .

The 8x4 Mack MH Ultra-Liner wrecker operated by the City of Canberra's mass transit authority, ACTION (Australian Capital Territory Internal Omnibus Network), was quite impressive. .

From 1945, Mack Trucks had a long history of selling buses in Australia. Mack had supplied a right-hand drive version on the CB model bus chassis to operators down under called the CBL. Bodies were built locally by Comeng and others. The PR100 was actually designed and built by Berliet, a Renault subsidiary. The French government had merged Berliet and Saviem into Renault in 1978 to form Renault Vehicules Industriels (RVI). The Berliet PR100 was an 11 to 12 meter long city bus with a rear engine, low floor and wide front entrance. Over 13,500 PR100s were produced between 1971 and 1999. While Renault initially wanted to replace the PR100 with the new R312, many customers requested that the PR100 remain in production, resulting in the updated PR112. One reason was because the new R312 was not available in an articulated version like the PR100 (the PR180). With Mack Trucks and minority stake holder Renault enjoying strong success in the U.S. medium truck market, the two companies sought out other viable synergies. In 1985, an upgraded version of the PR100, the PR100.2, was demonstrated by Mack Australia to city mass transit officials throughout the country. This resulted in substantial orders from Perth and Canberra for PR100.2 and articulated PR180.2 municipal transit buses. Locally supplied bus bodies were used while retaining the PR100 front fascia (Late model PR100.3s sold to the City of Canberra had R312-type front ends). Altogether, 650 Mack/Renault PR100-series bus chassis were delivered. The bus chassis were assembled by Mack Australia in Brisbane and then shipped to Australian bus body builders Ansair Bus & Coach, Austral Denning, Bolton and Howard Porter. Mack and Renault also probed the U.S. and Canadian markets as they would do with the FR-1 motorcoach several years later. A North American spec PR100 was demonstrated in Montreal in 1980, and two PR100s were in revenue service with the New York City Transit Authority in 1982. An articulated PR180 was demonstrated in Montreal in 1986, and an articulated electrically-driven trolley bus was shown in Seattle. However, no buses orders resulted in North America. Specifications (PR100.2): Engine Model: MIPS 06.20.45B Displacement: 9.8 liters Power: 240hp @ 2100 rpm Torque: 693 lb/ft @ 1400 rpm Transmission: Voith model D863 with hydraulic retarder Steering: ZF Power Assisted Brakes: 4 x Drum Wabco ABS Tires: 11R22.5 Fuel Capacity: 53 U.S. gallons (200 liters) Electrical System: 24 volt with 80 amp alternator Exhaust: Vertical Near Side rear Corner Seats: 49 VOV II with Frontrunner Material and Chin Protector Doors: 1 front and 1 rear - glide-away twin leaf type. Rear door fitted with safety edges and interlock Flooring: Pirelli rubber matting Luggage Rack: 1 Large over near side front wheel arch Windows: Tinted bonded glass with top mounted hoppers Roof Hatch: Happich 1 front, 1 rear – air operated Handrails: Two overhead full length on either side of the aisle with vertical stanchions Bus Stop Alert System: 12 passenger push buttons Destination Equipment: Front: STC Cannon electronic operated route and three numbers Side; STC Cannon electronic operated three numbers Heating: One drivers cabin, three saloon Drivers Fan: (1) dash-mounted Air Conditioning: COACHAIR Integrated system – drivers cabin only Overall length: 455.5 inches (11.57 meters) Rear overhang: 129.9 inches (3.3 meters) Front overhang: 103.5 inches (2.63 meters) Wheelbase: 224.4 inches (5.7 meters) Width: 98.4 inches (2.5 meters) Height: 124.4 inches (3.16 meters) Front Step Height: 13.8 inches (350 mm) Rear Step Height: 13.8 inches (350 mm) Floor Height: 25 inches (635 mm) Arrival angle: 9 degrees Departure angle: 8.33 degrees Curb Weight: 22,112 lb (10,030 kg) GVW: 35,274 lb (16,000 kg) Top Speed: 51 mph (82 km/h) .

Diesel News / January 23, 2014 The latest release from Cat Trucks has arrived in Australia this week and Diesel News got a chance to see the new model up close and personal at Caterpillar’s Tullamarine facility. The new model is to be called the CT 630S, with the S denoting the shorter BBC on a prime mover with sleeper able to pull a 34 pallet B-double set and still make it inside the 26 metre envelope with a little room to spare. This model is to be followed, later this year, with a full stand up sleeper option to fit within the same envelope, the Cat CT 630SC. The arrival of these new C15-powered models is the result of some smart engineering on the part of the Cat organisation here in Australia. It has taken the basic components available to Cat from Navistar in the US and blended them in such a way to meet the stringent criteria of Aussie truckies when it comes to drivelines and dimensions. The basic truck is based on the same basic chassis as the original CT 630 released here three years ago. A substantial re-engineering has seen the cab move upwards and forwards to bring the BBC down to 112 inches for the day cab version. The extended cab with bunk is a compliant B-double prime mover. This will be joined by an Australian built stand up sleeper cab later this year. These new models will join the fight in the highly competitive B-double prime mover sector, where Kenworth, Western Star, Mack and, more recently, Freightliner, with the 114, are making in-roads into a market segment previously only serviced by the cab-over prime mover. Management at Cat admit this new model is the truck they should have introduced as their first model on the market. This is the kind of truck to appeal to the Cat enthusiast the brand was designed to cater for. However, hindsight is a wonderful thing, when the idea of a Cat truck was launched the time and cost factors meant the original offering from the yellow engined truck maker was a simple adaptation of the International Pro Star models already being made for the US market. Now the concept of a Cat Truck is a reality and the brand has a certain amount of credibility, it has been possible for the Navistar parent company to justify putting in the kind of development dollars needed to create a truly Australian truck. With this new Cat CT 630S the Tullamarine-based truck maker seems to have hit the nail on the head.

Welcome To Mack .

Homcha says ......... Mack will continue to develop the E9, which will also have the latest V-MAC III electronic engine management system. But while it's possible to adapt the E-Tech's unit pump system for the big V-8, Homcha says it would be a major strategic decision to take at a time when the in-line E7 has potential to go up to 500hp with increased capacity. The decision was made to go ahead and equip the Mack (Scania) V-8 with Bosch electronic unit pump (EUP) injection. But in 2003, three years after Volvo had acquired Mack, the Swedish company terminated the design program to relaunch the E9 V-8 as a U.S. market on-highway engine, upgraded to Bosch electronic unit pump (EUP) injection. Genuine Mack engineering snubbed by Volvo Group, because the Swedish company planned all along to integrate their Volvo global components into Mack-branded trucks (e.g. chassis, engines, transmissions, suspensions).

Renault's high-end Magnum tractor certainly was not aesthetically appealing to most U.S. eyes, but in fact it was an advanced truck in design and established quite a loyal following in Europe. Renault was never lacking in orders. The streamlined "Premium" tractor is probably much more to your liking (the same cab also being used on the impressive "Kerax" vocational models).

Commercial Motor / October 22, 1998 Commercial Motor recently drove a left-hand drive Mack-badged Magnum demonstrator around Allentown, Pennsylvania; home of Renault's subsidiary. This was no ordinary Magnum, having been converted by Mack into a 6x4 using a Hendrickson air-sprung Eaton rear bogie (to the US passion for double drive) and fitted with a nine-speed Eaton AutoShift automated manual transmission (AMT) in place of the regular RVI B18 synchronized manual box. By US standards the Magnum is a heavyweight, US truckmakers build far lighter 6x4s, and this has put off operators on the truck show circuit. However, drivers love its flat floor interior and roomy interior, along with its European level of comfort. And all the Magnum's positive attributes, including a commanding view and excellent ride, are as true in the US as they are in Europe. But the Eaton AutoShift makes it just a bit different. Commercial Motor has already reported on the European version of AutoShift, based on Eaton's 16-speed synchronized manual box, so it was interesting to see how a US market 9-speed AutoShift works. As in the installation in the MAN F2000, which has a column selector, our Magnum had a floor mounted lever like a conventional Allison auto box. On AutoShift, the clutch is retained for pulling away and stopping; for all other changes the box works automatically, synchronizing gears and selecting the appropriate ratio. On the European version, the driver keeps his foot on the pedal and changes are made depending on throttle position and engine load. In the Mack, as each gear change was signalled to the driver by a bleeper, we had to lift off throttle and look at the rev counter needle dropping till the next gear 'caught", before pressing down on the pedal. This felt rather like Eaton's old SAMT. Also we understand the US AutoShift we drove was an early version, and later versions will behave like their European cousins. Either way, AutoShift is very driver friendly. If you want to make your own shifts, you simply press the up or down command buttons on the selector lever. While the manual clutch delivers low-speed control, considering how well ZF has managed without it in its AS-Tronic box, we reckon that AutoShift would be just as effective as a two-pedal system. Based on our brief drive, the 9-speed AutoShift works just as well as its 16-speed stablemate. Changes were smooth and progressive, and well matched to the 460hp Mack E7 12litre engine, prompting the question: why not offer a 9- or 13-speed Roadranger-based AutoShift box in Europe? Not the least in a Renault Magnum!

Commercial Motor / October 22, 1998 Many operators on both sides of the Atlantic are blissfully unaware that Renault owns Mack Trucks. Yet in the seven years since RVI acquired the bulldog brand, Mack engines have found their way into Renault's European truck range in increasing numbers. And there's more to come. Ever since Renault gained full control of Mack Trucks, there's been a steadily increasing flow of technology and components eastward across the Atlantic. Mack's fire-breathing E9 V-8 was fitted in the Renault Magnum from day one, and in January '97 RVI added Mack's 12-litre E7 six-pot to the Magnum engine line-up—E7equipped Magnums are now sold in the UK at 390, 430 and 470hp. Not all the traffic's one-way— Mack has benefited from RVI's cab design expertise and is running several Mack-badged Magnum demonstrators Stateside. Last December, Commercial Motor revealed it was also looking at selling the Premium range. So what's happening? Commercial Motor put that question to Steve Homcha, Mack's vice-president in charge of engineering and product planning. The answer, as far as Magnum and Premium are concerned, is not a lot. "We've taken the products out and shown them on the show circuit," says Homcha. "We've had a favourable response to the driver cabin. But in terms of what we do now, it's largely wait and see. The legislation over here doesn't provide benefits to customers of cabovers so the market will stick with bonneted trucks." As forward-control rigs account for little more than 2% of all US heavy tractor sales noone should be surprised by this. And while Freightliner has tried to stimulate the cabover debate with its Argosy tractor, Homcha reckons: "The reality is there's no government interest (in revising the weight laws), we don't see anything changing." So the Magnum and Premium look doomed to remain as "curiosities" in the States. "We have them in our portfolio." says Homcha, "but we see them more as an opportunity for export with a North American powertrain to places like Australia." That process has already started with the launch down under of the Mack Qantum, a 6x4 tractor with a Premium cab atop a 425hp Mack E7 engine, 13-speed Fuller gearbox and an Eaton double-drive back bogie in place of the standard RVI European driveline. Mack Trucks Australia has already been designated the manufacturer of Mack right-hand-drive trucks worldwide. So could the UK get the Qantum alongside the Premium? "You'll see more export from Mack, but not to Europe," says Homcha. "The European product will be a Renault," But if US operators don't want European trucks, what can Mack take from Europe? According to Homcha: "A tremendous amount, not least in terms of cab design and ergonomics. "Renault and other European manufacturers have had a stronger emphasis on this," he adds, "and we'll utilize the cab group activities of RVI to provide that." So when Mack's long-awaited new flagship bonneted tractor, code named Vision, makes its US debut next February, will it have a "European" interior? "Don't expect to see premium components inside, but some consideration in terms of how it will be laid out for the driver will be familiar," says Homcha. "You'll see a much better focus in the driver's driving and relaxing environment with tremendous improvements in the layout of the cabin."

Commercial Motor / December 18, 1997 Since becoming the proud owner of Mack Trucks seven years ago, Renault has seen its US offshoot develop a range of engines that are keeping operators happy on both sides of the Atlantic. And diesels aren't the only things crossing the pond. Renault's aspiration to become a global truck supplier has shifted up a gear with the news that Mack Trucks, its wholly owned US subsidiary, is considering offering the Premium heavy tractor in the States. Last week Mack's executive vice president, engineering and product planning, Steve Homcha, confirmed this to Commercial Motor: "It's something we're contemplating. We'll do our own test analysis, run operator clinics and do our own validation." That program will start "next year" and if Mack likes what it sees a US Premium could be offered sporting the famous Bulldog badge and powered by Mack's latest E7 E-Tech 12-litre engine. A Mack-badged Premium tractor has already been unveiled in Australia, equipped with the standard Renault 11 litre engine but with an Eaton 13-speed box and drive axles in place of the normal Renault driveline. Mack is increasingly supplying more diesel engines to Renault for its European range. Its' six-cylinder E7 diesel is currently offered in the latest Magnum Integral and it would be a simple job for Mack to engineer it for the Premium— not least as the Finnish truck manufacturer Sisu already uses the E7 under a Premium cab. According to Homcha, the cab is raised slightly to provide a better circulation of air and a larger capacity cooling system. The US market Premium would be aimed at inter-regional and urban distribution operators although since length limits in the US were relaxed, the cabover market has suffered a marked decline. Mack's executive vice president in charge of sales and marketing, Paul Vikner, says the potential for cabover tractors in America is still small but a truck like the Premium would offer a number of benefits, not least better maneuverability compared to bonneted tractors. No decision has been taken as to whether Mack would take the smaller "Distribution" cab in addition to the "Long Distance" model. Renault (RVI) is looking for greater component sharing across its US and European assembly operations—but in the short term it will be restricted to driveline components including the E7 engine. The 12-litre straight six is used in Renault and Mack models and, while power and torque characteristics are tailored to suit the different US and European markets, both versions have the same cooling system, engine brake and turbocharger. Among its rivals, Volvo and Mercedes-Benz have developed common cab shells for their current US and European heavy trucks. However, Homcha says a Renault "world truck", with shared cab components, built and sold on both sides of the Atlantic, is still a long way off and that Renault and Mack have some way to go before they follow suit. "We'll eventually do it as we go to the next generation of vehicles—you'll see us moving into that area—but it's not a pressing need." MACK E7: RENAULT'S EUROPEAN ENGINE FOR THE FUTURE When Renault unveiled the 12-litre Mack E7 engine for the Magnum at this year's Brussels Truck Show, it signalled the start of a program of engine development that will see the six-pot E7 become its volume heavy truck engine for Euro-3 and beyond. The Euro-2 version of E7 is currently offered in the Renault Magnum Integral at three power ratings: • 390hp with 1,800Nm of torque • 430hp with 2,000Nm of torque • 470hp with 2,200Nm of torque It has an in-line fuel pump and Mack's V-Mac electronic engine management system. However, in March, Mack introduced the "E-Tech" version of the E7 in the US market, which has electronically controlled unit pumps (EUPs). E-Tech will meet both the tough US 1998 EPA engine emission laws and Euro-3 standard which is due arrive in 2000. "The E7 unit pump is more than just a product," says Mack's Steve Homcha "It's part of a global strategy to meet environmental demands for 1998 without sacrifices on the part of the customer. It is our building block to the 21st Century." The E-Tech E7 block has a much larger camshaft to withstand the higher injection pressures generated by the unit pumps (now up to 26,000psi from the 17,000psi on a typical pump/line/nozzle system). For the moment, Europe will stick with a conventional in-line pump E7 with V-Mac 2 throughout 1998, but during next year small numbers of the E-Tech engine will appear before volume supply begins in 1999 in preparation for Euro-3. Mack is already planning to take the E7 even further, reports Homcha. "A joint team of Renault and Mack engineers is working to develop it to EPA 2004 and Euro-4. We're also looking at the possibility of slightly increasing the capacity of the Mack engine beyond the 12 litre threshold." MACK E7: E-TECH SPECS • Charge-cooled six cylinder in line diesel with electronic unit pumps (EUP) • Displacement:12-litres • Bore/stroke:124x165mm • Power output:275-460hp • Features: Mack HSI "High Swirl Injection", electronic governor using V-MAC III control system, Mack/Jacobs engine brake. MACK E9: BULLDOG BITE IN THE RENAULT MAGNUM Mack's 16,4 litre E9 V-8 was the first US engine to be offered by Renault when it was launched in the original Magnum. Today, the majority of E9s are supplied outside the US to Australia and Europe. Down under it's fitted in its bonneted range, particularly for roadtrain operation where it can be rated at up to 610hp with 2,050 lb/ft (2,779N.m) of torque, In Europe, it is offered in the Magnum at 560hp. Homcha says that despite the growing use of smaller displacement in-line six engines, Mack will continue to develop the E9 which will also have the latest V-MAC III electronic engine management system. But while it's possible to adapt the E-Tech's unit pump system for the big V-8, Homcha says it would be a major strategic decision to take at a time when the in-line E7 has potential to go up to 500hp with increased capacity. Mack Trucks currently takes the long established mechanically fuelled Renault 10-litre six-cylinder engine (used in the Premium Distribution in Europe) and a joint team of Renault and Mack engineers will soon begin working on an updated version of the engine which is currently designated "E5" in the US. Homcha says it will have a 24-valve head and full electronic control and be offered in Europe as well as the US. "We'll be seeing it from 1999 and 2000—it'll be heavily used on both sides of the Ocean." .

Commercial Motor / July 6, 1995 Renault is to replace its 12-litre ACE engine with a similarly sized straight-six developed by its US subsidiary Mack. The Mack E7, which features V-MAC II electronic management, was launched at the recent ITS Truck Show in Las Vegas. Engines will be crossing the Atlantic in both directions: Mack trucks will get the Renault 10-litre engine and a seven-litre engine is being jointly developed by the two companies. The first V-MAC IIequipped engine to reach Europe will be the 16.4litre vee-eight used in the Renault Magnum. Current output with conventional injection is 523hp (390kW) and it is not yet known how V-MAC ll will affect this. The four-valves-per-cylinder E7 will replace the ACE engine in the Major and Magnum rigid and artic ranges. When equipped with VMAC II it offers between 250hp (187kW) and 454hp (339kW) with torque ratings from 1,160Ibft (1,573Nm) to 1,560Ibft (2,115Nm). V-MAC II offers a similar range of features to Cummins' Celect or Detroit Diesel's DDEC systems. These include electronically metered fuelling; a choice of all-speed or accelerator-controlled engine governing; idle speed adjust; electronically controlled fuel injection; engine protection shutdown; cruise control; roadspeed limiting; lower gear road speed limiting; and a "limp-home" capability. Service features include vehicle data logging, fault diagnostics and a serial data link for connection to service tools and PCs. The E7 engine could be powering Renaults in time for Euro-2 next year—VMAC II-equipped Magnum 520s will almost certainly appear for Euro-2. .

Commercial Motor / October 3, 1996 As reported last week, Renault has introduced its US Mack E7-hased engine range in the Renault Magnum, The engine introduces a third power rating, boosting maximum output to 464hp from 12 litres and plugging the gap between 420hp and the 520hp 16-litre Mack vee-eight. Although the new 12-litre is based on the Mack E7, only the block, heads and crankshaft drives are sourced from Mack in the US—the engine is called the Renault E7. The fuel pump, injection circuit, turbocharger and engine Jake Brake are mounted at Renault's plant near Lyon in France. The wiring is made at the French plant and accessories such as the alternator, air compressor, power steering pump, starter motor, man ifolding and pipes are sourced from existing Renault supplier. The result is an engine which weighs in at 1,085kg, 115kg less than the 12-litre Renault engine it replaces. The net weight saving in the Euro-2 Magnum is 70kg. Although torque is increased, it is still less than the US variants of the engine which produce up to 1,560lb.ft. (2,115Nm) at 1250rpm. Articulated pistons have steel crowns and aluminium skirts; the fuel system uses a Bosch P8500 in-line pump with EDC and eight-hole injectors. Injection timing is also electronically controlled by the VMAC engine management system. VMAC offers a number of features which control the engine and assist vehicle management. Engine controls include idle speed adjust, engine Jake brake control and engine protection shutdown if coolant temperature rises too high. Other features include cruise control, engine speed control, speed limiter, interface with ABS and anti-skid systems and a limp-home capability. A serial data link allows diagnostic information to be downloaded to a PC. Mack-powered Magnums go on sale in the UK straight away in 385hp and 424hp ratings— the 464hp version will not be available until next spring. .