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The Mack CB forward control bus chassis range was produced between 1941 and 1950. Of the 1,685 CB bus chassis were produced, most were gasoline powered but 326 units were ordered with diesel powertrains (between 1947 and 1950). Carrying model designations CBA through CBL, the CBs were designed for export to emerging countries in Latin America and Europe. Some were operated in the United States with school bus bodies. To meet the needs of Australia and New Zealand, right-hand drive models were also produced. .

When Mack Trucks comes up in discussion, we seldom hear references to bus chassis. Indeed in America, the bus chassis market has always been unique. The “big 3” for many years controlled the school bus chassis segment, while inter-city coach manufacturers largely produced their own chassis in house. The overseas bus chassis market has always been more vibrant, particularly in the inter-city and coach segments. The number of body builders is staggering, and their products impressive. Throughout Europe and the UK to South America and the world over, Scania in particular has been a long time leader in the global bus chassis segment (http://www.scania.com/products-services/buses-coaches/intercity-coach/chassis/), joined by MAN, VDL and Mercedes-Benz. From the 1930s thru 1978, Mack Trucks did indeed produce a variety of bus chassis for both the U.S. domestic and global markets (Mack’s versatile AB bus chassis served as the platform for moving vans and other truck types). In addition to producing the legendary BK inter-city coach for Greyhound and other operators in the 1930s, Mack also sold bus chassis to both U.S. bus body builders from coast to coast including C.D. Beck* of Sidney, Ohio and C.N. Johnston Company of Bakersfield, California. Global in stature, Mack also supplied bus chassis to overseas bus body builders (e.g. Argentina – see below). * Mack Trucks purchased C.D. Beck of Sydney, Ohio in September 1956 with the intention of re-entering the inter-city bus business. Mack had dropped out of the inter-city bus market during the 1930’s to focus on the transit bus market. Beck was a manufacturer of inter-city buses as well as Ahrens-Fox fire engines. Beck had begun producing Ahrens-Fox under contract from 1953, and acquired exclusive production rights in 1955. Mack’s legendary C-85, C-95 and C-125 were directly based on a new Ahrens-Fox model in Beck’s new product pipeline that Mack Trucks subsequently re-engineered with a Mack drivetrain. From 1956 through 1958, Mack produced model 92-G “Sky Liners” and 97-D inter-city motorcoaches at Beck. .

http://www.youtube.com/watch?v=DAtVDmK55S4&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www.youtube.com/watch?v=TEVLrFB5uVk&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www3.scania.com/en/New-V8-truck-range/Line-up/ http://www.youtube.com/watch?v=QViZRWR6ovo&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5 http://www.youtube.com/watch?v=OuxL-iXX-3E&list=PL_pZGFQt5xztRS5lbCQi3DbPrbG2Ms6B5

Please bear in mind of course that the "Euro look" you are seeing here is circa 1987. Today's Scania exterior (and interior) design is, in my humble opinion, absolutely breathtaking. Scania is behind the most advanced heavy truck technology available today. . http://www.youtube.com/watch?v=tuu4D-j-Ymc http://www.youtube.com/watch?v=5iIFW2sUERQ

Australian Transport News / March 6, 2014 US retail behemoth Walmat has unveiled its concept truck, dubbing it the WAVE. Walmart Advanced Vehicle Experience, the WAVE was a centrepiece of the company’s recent Sustainability Milestone Meeting. President and CEO Doug McMillon says formal testing has just begun but pledged that it would be 20 percent more aerodynamic than its current trucks. It has a micro-turbine hybrid powertrain that can run on diesel, natural gas, biodiesel "and probably other fuels still to be developed", and also involves electrification and advanced control systems. "It may never make it to the road, but it will allow us to test new technologies and new approaches. I share it because it gives you a sense of how sustainability is helping us see things in new ways," McMillon adds. ‎ WAVE is the result of collaboration between vendor partners, including Peterbilt, Great Dane Trailers and Capstone Turbine. It includes an electronic dashboard with customisable gauges and performance data, a full-sized sleeper and sliding driver’s door. The driver’s seat has LCD screens at either hand and its single trailer is in the carbon-fibre-bodied. According to Business Strategy and Sustainability Director Elizabeth Fretheim, the concept is part on an ongoing sustainability and fleet efficiency drive aimed at double fleet efficiency by 2015, compared with 2005. "We’re already 80 percent of the way there," Fretheim says. "Since 2007, we’ve delivered 658 million more cases while driving 298 million fewer miles. "But the key to continued improvement is through technology. "We need to use the most efficient equipment available – and we need to pursue and test the technologies of tomorrow. "That’s why we’ve been working with our suppliers to pilot new and emerging technologies for about 20 years. "These tests have included a number of prototypes: hybrid assist, wheel-end hybrid assist, full propulsion hybrid, natural gas (LNG and CNG) and waste grease." She notes that Walmart’s Canadian Supercube trailer pilot study is in its second test phase "after proving that it can ship up to 40 per cent more merchandise than conventional tractor-trailer combinations, reducing costs by 24 percent and greenhouse gas emissions by 14 percent". (see http://www.bigmacktrucks.com/index.php?/topic/34233-wal-mart-to-expand-test-use-of-supercube-concept-in-canada/) "Like the concept cars you see at auto shows, this prototype will evolve before it’s ready for the road," she says. "But it’s exciting to think about how any one of the new features might become an industry standard in the future. "The important thing is that we find incremental improvements while also challenging ourselves to look at fleet efficiency in new and different ways." No fuel efficiency standard was mentioned for the WAVE but Peterbuilt reportedly gets 10.7 miles per gallon (4.54 km per litre) in real-world conditions from its Cummins collaboration, the SuperTruck, and AirFlow Truck Co claims 13.4 mpg (5.67 kpl) for its BulletTruck.

Truck News / March 6, 2014 Navistar announced it will be adding selective catalytic reduction (SCR) aftertreatment to its MaxxForce 9 and 10 engines, completing its mid-range engine transition to SCR. The company already offered the Cummins ISB 6.7 engine (with SCR) in its International DuraStar. The MaxxForce 9 and 10 will be offered in DuraStar and WorkStar vehicles. “Our medium-duty transition to SCR started strong with our DuraStar with Cummins ISB6.7 and we have high expectations for this chassis/engine combination as we see the construction market continue to rebound,” said Bill Kozek, President, North America Truck and Parts, Navistar. “We also know a number of our customers require more horsepower and torque and we’re pleased to offer these customers an expanded engine choice by adding SCR to our 9-liter and 10-liter engines.” Meanwhile, Navistar is also making an Allison Optimized 1000 Series transmission with an optional sixth speed available on its International TerraStar. Navistar says the sixth speed will provide improved fuel economy and lower engine noise. Also new to the TerraStar is a refined front suspension with redesigned front spring and bumper, which the company says offers a smoother ride over rough terrain.

My friend, as always, I appreciate your candor. Speaking only for myself, my single purpose in life is to sell trucks, not to complain about Volvo and what they've done to the former American icon Mack Trucks. However, like you and everyone on this forum, I do have my own thoughts and express them. Isn't it wonderful to be of a country where freedom of expression is championed If I may, please allow me to ask you two yes or no questions. Do you feel that the acquisition of Mack Trucks by a foreign truckmaker was good for America? Do you feel the dominance of America's truck industry by foreign truckmakers is in the best interest of the United States?

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Introduced in 2013, the Ford 1846T tractor is produced and sold by Ford Otosan in Turkey and has quickly made a solid name for itself. Ford Otosan is a joint venture between Ford Motor Company and Koc Holding. The 1846T is equipped with the most powerful engine yet for the Cargo range, a 10.3 liter VGT-equipped engine rated at 460 horsepower and 1,549 ft-lb. of torque. This is the Iveco “Cursor 10”, produced by Fiat Powertrain Technologies (http://www.fptindustrial.com/products/en-UK/Documents/onroad-en.pdf). Transmission options are the ZF 16S2220 TO manual overdrive and the ZF 12AS2130 TD direct drive AMT. A 322 horsepower engine brake and transmission-mounted ZF retarder are available. The 1846T has a 7100kg (15,653lb) front axle, Meritor 17X 11,500kg (25,353lb) rear axle and a 40,000kg (88,185lb) GCW. Here is the interactive Ford 1846T website. http://www.yollarinlordu.com/ On this web page (http://www.ford.com.tr/agir-ticari-araclar/ford-cargo-cekici) for Cargo tractors, you can click the following for more information. 1846T Teknik özellikler Standard 1846T spec sheet 1846T katalog Standard 1846T brochure 1846T Midilli Çekici Teknik Özellikler Low 5th-wheel height (960mm) version of the 1846T for pulling 2.9-meter high shipping containers and high-cube trailers (It keeps under the 4-meter maximum height requirement in Europe). Introduced in 2013 at Ford Brazil, the C-2842 is their big tractor with a 420 horsepower version of the Iveco “Cursor 10” and a 6x2 tag axle configuration (popular in Brazil). http://www.fordcaminhoes.com.br/cargo/c-2842 http://www.fordcaminhoes.com.br/cargo/c-2842/caracteristicas/performance http://www.fordcaminhoes.com.br/cargo/c-2842/caracteristicas/conforto http://www.fordcaminhoes.com.br/cargo/c-2842/caracteristicas/seguranca-tecnologia http://www.fordcaminhoes.com.br/cargo/c-2842/especificacoes-tecnicas Straight trucks (known globally as “rigids”) and vocational models are available in 6x4 configurations. Owing to the demand for higher horsepower engines in Europe, Turkey offers a 460 horsepower powerplant whereas Ford Brazil’s top power offering is 420 horsepower. Ford Otosan has been enthusiastically pushing Bill Ford to continue on with the Ford Cargo commercial truck range and invest more heavily. And Ford Brazil has benefited heavily from R&D pushed in Turkey by Ford Otosan. Turkish and Brazilian Cargos used to have differences. But now under the “One Ford” global platform strategy (producing the same model at different global locations), they build the same basic truck. Otosan has been producing Ford vehicles under license since 1959. Owned by the Koc family, the relationship dates back to 1928 when Henry Ford made Vehbi Koc a Ford distributor. Despite having only invested just US$37.5 million into the joint venture to redesign and upgrade Cargo range (for a total of US$75 million), Ford has gotten a very big bang for their buck owing to the enthusiastic people at Ford Otosan. If Ford was to make a serious investment, they could easily re-enter the high-level European heavy truck market (http://www.bigmacktrucks.com/index.php?/topic/30332-when-ford-roamed-the-world-the-transcontinental/). .

I could say that this is what happens when you put an unqualified individual in charge of a truck brand (new Mack president Stephen Roy is a former loan guy from Volvo Commercial Finance). But I won't go all the way with that because certainly Dennis Slagle who runs Mack and Volvo for North and South America (Executive VP - Volvo Group Trucks Sales and Marketing Americas ) and the big guy himself Olof Persson (Volvo Group CEO) had to have approved this. The logo is just plain terrible. I hope they didn't pay much. Mack logos traditionally were full of color and life. This depressing black and white approach looks like death warmed over. The old man (Zenon C.R. Hansen) is looking down in sadness at what foreigners have done to his iconic American truck company.

Diesel News Australia / March 5, 2014 The new logo and new look and feel for the brand identity of Mack Trucks has been unveiled at the ConExpo in Las Vegas. Gone is the tough trucks image which has served the Mack brand for so long and in comes a more nuanced approach. Yes, they are still working trucks and all of the people in the ads are blue collar but the old ‘built like a Mack Truck’ language has gone. This new branding is clearly Australia-bound, evidenced by the presence on the stage at the launch of Dean Bestwick, Mack Australia’s brand champion. The logo doesn’t take the image too far away from its current look. It now consists of the Mack lettering on the bonnet of the trucks along with a side-on view of the Bulldog statuette which takes pride of place at the top of the grille. http://www.dieselnews.com.au/global-rebranding-for-mack/

Ford 2016 F-750 Truck Robotic Testinghttp://fleetowner.com/equipment/ford-2016-f-750-truck-robotic-testing

Trailer/Body Builders / March 5, 2014 Ford’s F-Series Super Duty has engine and chassis upgrades for 2015 that together deliver best-in-class horsepower, torque and towing capacity. Ford’s second-generation 6.7-liter Power Stroke V8 turbo diesel now boasts 440 horsepower, up from 400 horsepower, and 860 lb.-ft. of torque, up from 800 lb.-ft, across all Super Duty models from F-250 to F-450. The 2015 F-450 tops the F-Series Super Duty pickup truck lineup with maximum towing capacity increasing to a class-leading 31,200 pounds, a gain of 6,500 pounds. The truck’s gross combined weight rating increases to a class-leading 40,000 pounds, a gain of 7,000 pounds. F-350 increases maximum towing capacity as well, to 26,500 pounds, from 23,200 pounds, and the gross combined weight rating goes up 5,000 pounds to 35,000 pounds. The improved ratings are a result of designing and engineering the truck as an integrated system. The approach enabled Ford engineers to optimize performance across the full Super Duty lineup. “Our chassis people work in unison with our powertrain people to develop more than a great truck, it’s a machine engineered for work,” said Doug Scott, Ford Truck group marketing manager. “We’re the only manufacturer that develops and builds our own powertrains in this class and when you combine that with a chassis that’s purpose-built for best-in-class power and torque, you can feel the result in the way it drives, especially when towing big loads.” “Our chassis people have worked in unison with our powertrain people to develop more than a great truck – it’s a machine engineered for work,” he adds. Power Stroke Engine Improvements The 2015 Super Duty achieves best-in-class towing performance with a second-generation 6.7-liter Power Stroke V8 turbo diesel engine that was further developed to provide more power, torque and efficiency. “The 6.7-liter Power Stroke was already a stout engine,” said Robert Fascetti, Ford vice president powertrain engineering. “The improvements we’ve made essentially give Super Duty customers an engine designed for our larger F-650 and F-750 trucks. They may not realize how tough this engine really is.” Key innovations on the 6.7-liter Power Stroke V8 turbo diesel are its compacted graphite iron engine block and reverse-flow layout. This segment-exclusive design places the exhaust inside the engine’s V-shape, with while the air intake positioned on the outside resulting in a variety of advancements: - Shorter airflow from the exhaust system to the new, larger turbocharger sitting between the engine’s cylinder banks improves turbo responsiveness – key to providing torque quickly to truck customers when they need it most - Positioning the turbo inside the engine’s valley helps isolate the engine’s hottest temperatures, improving performance and efficiency, while also reducing noise, vibration and harshness to improve driver comfort Enhancements include a larger turbocharger for faster air displacement resulting in more power. The engine block is made of compacted graphite iron, which is stronger yet lighter than cast iron, is more wear-resistant and has enhanced sealing properties. “The designers of the original 6.7-liter Power Stroke V8 turbo diesel predicted that it would eventually need to be upgraded for higher output,” said David Ives, Ford Power Stroke technical specialist. “They designed it in a way that made it easier to add a larger turbocharger, increasing airflow and creating more power for dramatically improved performance, yet we haven’t lost any efficiency.” New injector tips spray a finer mist of fuel into the cylinders which provides a more complete burn and helps reduce noise, vibration and harshness. Other benefits include lower emissions and less fuel deposit buildup on the intake valves over time. The engine enhancements give the Power Stroke engine a class-leading maximum output of 440 horsepower and 860 lb.-ft. of torque. Chassis improvements The F-350 is available with a high-capacity towing package that includes new front springs and a wide track axle, increasing the gross combined weight rating with the 6.7-liter Power Stroke engine from 31,900 pounds to 35,000 pounds. Improvements to the F-450 that allow it to handle the increased tow rating include commercial- grade 19.5-inch wheels and tires; upgraded rear U-joints and suspension components, including new rear leaf springs; front and rear stabilizer bars; and shocks. The steering system has stronger gears and linkages and the fifth-wheel/gooseneck has an increased towing capacity. The brakes are larger brakes and feature new antilock brake calibration for enhanced braking performance.

Transport Topics / March 5, 2014 LAS VEGAS — Mack Trucks Inc. has unveiled a new brand identity program that includes a sleeker, more modern bulldog, a stronger font for the Mack name and a new tag line. The rebranding is the leading element of a program designed to reinforce the company’s history and capabilities, company officials said during an event at the 2014 Conexpo-Con/Agg event here March 4. “The updated expression of the brand sends a strong message about the significant changes in the Mack Trucks organization, its products and customer support solutions,”, the company said in a release. “We’re extremely proud of our 114-year legacy as the American truck you can count on,” Stephen Roy, president of North American sales and marketing, said at the event. “We believe the refresh of our brand embodies what we’ve stood for in the past and continue to stand for today.” John Walsh, vice president of marketing, noted that Mack has made major investments in its production facilities in recent years. The company spent $64 million since 2010 in its Hagerstown, Md., plant that produces Mack engines and transmissions. In addition, the company said it has spent about $20 million over the same period in the Macungie, Pa., plant where it builds Mack trucks and $10 million in its technical center in Greensboro, N.C. “We’ve got a very solid foundation,” Walsh said. “It’s time we told our story in a way that captures the essence of the brand as well as the things happening with Mack today. That’s really what the new work we’re debuting today is all about.”

Transport Topics / March 5, 2014 Navistar International Corp. said its loss expanded in its fiscal first quarter as sales volumes fell. Navistar reported a net loss of $248 million, or $3.05 a share, in the quarter ended Jan. 31, compared with $123 million, or $1.53, in the same quarter a year ago. Revenue was $2.2 billion, down from $2.6 billion a year earlier. The sales decreases were primarily due to Navistar shifting its medium-duty engines to selective catalytic reduction for emissions control, as well as lower military vehicle sales, the company said March 5. “We signaled that this would be a tough quarter due to our midrange product transition, the ongoing reduced sales in our military business, and because the first quarter, historically, represents the weakest operational period of the year for us,” Navistar CEO Troy Clarke said in a statement. “Clearly, we have more hard work to do to rebuild our market share and further reduce our costs, but we continue to make progress on our Drive to Deliver, and we feel we’re off to a solid start in 2014.” The first-quarter results included a $21 million loss from foreign exchange rate fluctuations and $18 million in asset impairment charges, Navistar said. Navistar is still suffering from its initial decision to forgo SCR and rely entirely on exhaust gas recirculation to meet 2010 United States emissions standards. It decided in 2012 to switch course after it could not produce a compliant EGR engine, switching its heavy-duty engines to SCR first, followed by smaller engines. Navistar recently announced that it will close its Huntsville, Ala., midrange engine plant and consolidate operations to an Illinois plant. It will also implement SCR for its high horsepower inline 6-cylinder engine platforms. “These actions will help us deliver on one of our biggest opportunities — reclaiming our market position in medium-duty and bus, which historically have been important businesses for us and our dealers,” Clarke said.

If you watch the video, trucks are shown less than half the time. When trucks are visible, they are always in the background. Given that the core element of the Mack brand is the production and sale of trucks, why then are Mack trucks not prominently featured in the video? It's a bland, boring and meaningless display at best. If I was Volvo, I'd call their advertising firm (VSA Partners) and demand my money back. VSA Partners claims to be a next-generation brand and marketing firm that "designs and activates brands to perform in the modern world" (http://www.vsapartners.com/about/). Well, in order to perform in truck sales marketing, one needs to know something about trucks. And VSA doesn't. But Volvo is obviously to blame for this flop of a brand re-identification strategy for the American truck industry's most well known name in trucks, because they chose VSA.

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Meritor's new P600 series heavy-haul planetary axles .

Bus of Tomorrow Features Comfort The Milwaukee Sentinel / November 23, 1956 The 50-passenger 40-foot Mack ADS-1 “Bus of Tomorrow” incorporates a variety of new features inside and out. Visible from the exterior are escape-type side picture windows and standee visibility- the largest ever produced for a bus – and a center-dip wrap-around windshield. Interior features include an integrated air conditioning system, specially designed foam rubber seats with more generous width and higher backs, crash padding throughout, and a rear lounge designed for “move-to-the-rear” passenger appeal. The lounge has an illuminated Lucite mural that with both longitudinal and transverse seating produces an informal atmosphere. The bus, built in Mack’s bus research laboratory in Allentown, Pa., may be put into regular production because of the enthusiasm with which it has been received. .

The Mack ADS-1 “Bus of Tomorrow” (also known as the “Dream Bus”) was based on a design created by Russian-American Count Alexis de Sakhnoffsky, a leading industrial designer and automotive stylist who had done design work for Cord, Auburn, Packard and later White Motor Truck (the 1937 Labatt’s Streamliners). He also designed the Tucker 48 with Preston Tucker. First exhibited in the fall of 1956 at the American Transit Association convention in St. Louis, the modern Mack ADS-1 prototype was built on the company’s C-49-DT city bus platform and fitted with Mack “Air-Glide” air suspension. Low entry/exit height and a wide aisle permitted faster passenger flow for reduced stop times while providing greatly improved accessibility to passengers with physical disabilities. Oversized side and overhead windows took city bus design to a new level, providing passengers with a comfortable, airy riding environment and unsurpassed panoramic view. The Mack ADS-1 was eventually sold and put into service with Schenectady Transportation Corporation in New York where it operated in revenue service along Route 5 between Schenectady and Albany as unit #700. Interestingly, the charter division of Schenectady Transportation Corporation, Nationwide Tours, also operated the Mack MV620 Greyhound Lines prototype and two Mack 97-D coaches in revenue service. Later, Schenectady Transportation Corporation sold the Mack MV620 Greyhound Lines prototype and Mack ADS-1 prototype to ABC Bus Lines of Providence, Rhode Island. They referred to the ADS-1 as the “World’s Fair Mack”. It appears that George Kistler Jr. of Allentown, Pa., a fire protection equipment distributor, approached ABC Bus Lines in 1968 to purchase both the Mack MV620 Greyhound Lines prototype and Mack ADS-1 “Bus of Tomorrow”. However, the final deal was only for the MV620-D, which was later used by Kistler for client entertainment and company transportation until Mack repurchased the coach in 1970. Had Kistler acquired the Mack ADS-1, it would have avoided a fiery fate. In 1971, there was a catastrophic fire at ABC’s North Attleboro, Massachusetts garage. The temperature of the fire was so extreme that fire trucks were literally melting and had to pull back. Fortunately the Mack MV620 Greyhound prototype was not in the fire, however the futuristic one-of-a-kind Mack ADS-1 was. In addition, two Mack 97-D inter-city coaches formerly operated by Nationwide Tours were lost in the fire. ABC Bus Lines later operated a third Mack 97-D, which was purchased from Peninsula Transit (Pentran), formerly Citizens Rapid Transit, in Hampton, Virginia. .

The only surprise is that Ford will foolishly terminate Cummins as an engine option and go it alone with a couple of pickup truck engines in their medium trucks. In addition, Allison automatic transmissins will no longer be an option. A beefed up pickup truck auto transmission will be offered instead. This is all further proof that Ford is no longer serious about the commercial medium truck segment. As I said before, Ford has allowed their medium truck market share in the U.S. to dwindle to nothing. Despite having had a second chance when GMC withdrew from the market, Ford wasn’t interested and now Navistar and Freightliner dominate the medium-duty segment. Despite not having invested any meaningful amounts of money in Brazil and Turkey, the company continues to be a major player in both the medium and heavy truck segments. Ford excites me in those markets. Just imagine what Ford could do there with some truly new models including a serious Class 8 that could take on the European truckmakers head-to-head? However in the US, Ford has made a decision to focus on cars and light trucks. Ford has the money and wherewithal to re-enter the US heavy truck market tomorrow, or to lead in medium truck sales. But their thoughts are elsewhere.

Ford Press Release All-New Ford F-650/F-750 Anchors America's Broadest, Best-Selling Lineup of Commercial Trucks • Built Ford Tough: Fully designed and developed by Ford Truck engineers in Dearborn, robot-tested over taxing durability courses, 500,000+ miles of harsh dynamometer engine testing at extreme power levels and temperatures and built in the USA by Ford • Great Value: Ford 6.7-liter Power Stroke® V8 diesel engine and Ford TorqShift® six-speed automatic transmission enhanced for medium-duty use with great power, performance and fuel economy, backed by unsurpassed warranty and national network of more than 3,000 Ford service centers • Work-Ready: All-new, upfit friendly chassis developed in cooperation with leading industry body makers, clean chassis capable of accommodating vocational bodies with little to no modification, and all-new dedicated tractor model for heavy trailering INDIANAPOLIS, March 4, 2014 – Ford, America's truck leader, today sets a new standard in medium-duty commercial work trucks with the all-new Ford F-650/F-750 – the toughest, great value and work-ready Ford medium-duty trucks ever. The new F-650/F-750 joins America's broadest commercial vehicle lineup, delivering an impressive combination of commercial-grade quality, capability and convenience that now includes segment-exclusive Ford gasoline and diesel engines, outstanding performance at an affordable price, and comfortable and modern interiors. "Every day, we're thinking of new ways to better serve our hard-working customers," said John Ruppert, general manager, Ford Commercial Vehicle Sales & Marketing. "The same Ford engineers who developed the best-selling F-Series have designed this all-new medium-duty lineup that can meet the demands of our toughest customers with trucks that are cost-effective, ready for work, and, most importantly, can help keep them going on the job." The Ford F-650/F-750 anchors Ford's Commercial Truck lineup – America's best-selling line of commercial trucks for 29 years – giving vocational customers an unmatched one-stop shop to meet their needs, from a Class 1 Ford Transit Connect cargo van to a Class 7 Ford F-750 tractor rig. Every truck and van in the Ford Commercial Truck lineup will be all-new or significantly refreshed in the next 18 months. The Ford F-650/F-750, which will be 2016 model year trucks, will be available spring 2015. Offered in three cab styles – Regular Cab, SuperCab and Crew Cab – and three models – straight frame, dock height and an all-new dedicated tractor model for heavy towing – the new F-650/F-750 features a bold look inside and out, a powerful and efficient second-generation 6.7-liter Power Stroke® V8 diesel, medium-duty six-speed TorqShift® automatic transmission and a host of unique features not found on any other medium-duty truck. The 2016 F-650/F-750's new exterior styling commands attention on the road with Built Ford Tough looks that also help deliver improved functionality. The all-new mesh grille framed by hallmark Ford nostrils helps improve airflow for optimal cooling performance. Also new are sharp fenders, aerodynamic headlamps and F-650/F-750 badges embossed in "Bold Leadership" font. Available PowerScope® trailer tow mirrors feature large standard and spotter mirrors and segment-exclusive power telescoping and folding design. The area behind the cab was redesigned to more easily accommodate custom work bodies, such as tow truck, dump truck and ambulance bodies. Tough Testing The 2016 Ford F-650/F-750 is Ford's toughest medium-duty truck ever. Before it goes on sale, it will have been torture-tested by people and machines in labs, at Ford proving grounds and on America's highways and city roads. The grueling testing simulates the demands Ford's customers will subject the truck to throughout its useful lifetime, from hauling heavy loads through the brutal summer heat of Death Valley to towing heavy trailers up steep grades – in temperatures from 40 degrees below zero to 120+ degrees Fahrenheit. Part of the F-650/F-750 testing includes Ford's robotic test driving program – now in use at the company's Michigan Proving Grounds in Romeo, Mich. – to meet demands that Ford trucks undergo ever more strenuous Built Ford Tough testing. "Some of the tests we do on our commercial trucks for North America are so strenuous that we limit the exposure time for human drivers," said Dave Payne, manager, vehicle development operations. The robotically driven vehicles are expected to repeatedly perform tests on torturous surfaces that can compress 10 years of daily driving abuse into courses just a few hundred yards long, with surfaces that include broken concrete, cobblestones, metal grates, rough gravel, mud pits and oversized speed bumps. Tough Powertrains Newly available for F-650/F-750 is the Ford-built and proven 6.7-liter Power Stroke V8 diesel paired with a commercial-grade six-speed 6R140 automatic transmission with available power takeoff provision to run accessories in the field, a dump body, crane or other vocational equipment. Building upon the success of the Power Stroke in the F-Series Super Duty lineup, the F-650/F-750 6.7-liter Power Stroke and TorqShift have been developed and tested for medium-duty applications, with three horsepower and torque levels and a five-year/250,000 mile limited warranty. Ford is the only medium-duty truck manufacturer that designs and builds its own diesel engine and transmission combination, ensuring the powertrain will work seamlessly with all chassis components and vehicle calibrations – from concept to execution. This approach also enables Ford engineers to optimize the vehicle's performance across the entire lineup. Key innovations on the 6.7-liter Power Stroke V8 turbo diesel are its compacted graphite iron engine block and so-called reverse-flow layout. The advanced design places the exhaust inside the engine's V-shape while the air intake is positioned on the outside of the V. This segment-exclusive design naturally improves a variety of attributes: • Shorter airflow from the exhaust system to the turbocharger sitting between the engine's cylinder banks improves turbo responsiveness – key to providing torque quickly to truck customers when they need it most • Positioning the turbo inside the engine's valley helps isolate the engine's hottest temperatures, helping improve performance and efficiency, while also reducing noise, vibration and harshness to improve driver comfort Power Stroke drivability is enhanced with tow/haul mode that includes a switchable integrated engine brake. The driver can regenerate the diesel particulate filter on-demand to clear out trapped soot from the exhaust system to help maximize performance. Intelligent Oil Change Monitoring is standard so oil changes are based on driving patterns and load demands instead of fixed distance intervals. During testing, the 6.7-liter Power Stroke V8 endured the equivalent of 500,000+ miles on an engine dynamometer, replicating the duty cycle of the harshest-use customer. The fuel-efficient transmission features a low first gear ratio for optimized takeoffs under load and optimized gear ratio span across all gears for optimized fuel economy. It's also strengthened with new materials and extra pinion gears for medium-duty service. Ford remains the segment-exclusive automaker to offer a gasoline-powered engine for a medium duty truck. The 6.8-liter V10 is now available for both F-650 and F-750 models with the 6R140 six-speed automatic transmission. The 6.8-liter V10 can be factory-prepped for converting to compressed natural gas or liquid propane gas as cost-effective alternatives to unleaded gasoline. Great Value By controlling every aspect of development in-house, from design to manufacturing to service, Ford will be able to offer F-650/F-750 customers exceptional value, convenience and cost of ownership. For service needs, a network of more than 3,000 Ford Commercial Truck and retail service dealers are ready to tackle any service need with minimized travel time and extended service hours, to keep work trucks on the road and in the field longer. Leveraging the best-selling F-Series Truck lineup, the F-650/F-750 interior is designed and engineered with a level of fit, finish and refinement that matches that of Ford F-Series Super Duty F-250 through F-550 trucks. New features include a 110-volt power outlet, available SYNC® and Crew Chief™ factory-installed fleet management telematics, and a rapid-heat, supplemental cab heater that quickly warms the cab in cold climates. Remote start is also available. A new steering wheel has advanced controls to focus driver attention on the road, and a click of the turn lever features automatic five-blink turn signals. A choice of hydraulic or air brakes is available. "We have a lot of design and feature comforts that you might otherwise find in more mainstream products," said John Davis, Ford Commercial Truck chief nameplate engineer. "Comfort and convenience additions include our quiet diesel, hands-free mobile device connectivity and improvements to ride and handling." An all-new Ford engineered frame and suspension include a new anti-roll bar for enhanced roll control and longer leaf springs for an improved ride over the previous model. Work Ready The 2016 F-650/F-750 is easier than ever to prep for medium-duty jobs. Auxiliary components such as the diesel exhaust fluid tank and standard fuel tank are now located under the cab instead of behind it on the frame. This clean cab-to-axle design satisfies more truck body applications and makes customizing easier, which helps reduce the customer's final costs and time to delivery. Aluminum fuel tanks replace steel and are lighter to help efficiency. The electrical system is more robust than the outgoing model to handle larger component loads. "We leveraged our strengths from being the leader in classes 1-5 to create a better F-650/F-750," Davis said. "We brought the new medium-duty program in-house to utilize our expertise from our other tough truck and commercial vehicle lines which ultimately results in a better product at a competitive price."

Reuters / March 4, 2013 Ford introduced new versions of two medium-duty commercial trucks on Tuesday at a trade show in Indianapolis, vehicles that -- for the first time in years -- will be built without the help of Navistar International Corp., Cummins Inc. or Allison Transmission Holdings Inc. The 2016 F-650 and F-750 trucks, which will go on sale in the spring of 2015, will be assembled at Ford's plant in Avon Lake, Ohio, and feature chassis, engine and transmissions all built in-house. For years, the two vehicles were built on chassis made in Escobedo, Mexico, under a joint venture with Navistar, using diesel engines supplied by Cummins and transmissions supplied by Allison. Ford executives say bringing the components back in-house will reduce costs and simplify service issues when they arise. The production shift to the United States is welcome news for most of the 1,600 UAW-represented production workers employed at the Ohio plant. They faced the specter of mass layoffs as Ford largely phased out the E-Series "Econoline" van currently made in their plant in favor of the new Transit line of vans, which will be built in Kansas City. By moving medium-duty truck production back to the United States, only a few hundred union members will lose their jobs. F-650 and F-750 buyers will have two engine choices with the new trucks, according to Ford: a new 6.7-liter V-8 diesel, built at the company's plant in Chihuahua, Mexico, or a V-10 gasoline engine built at its plant in Windsor, Ontario, which can be factory-modified to run on compressed natural gas or liquid propane gas. Ford will no longer offer customers the option of having a 6.7-liter turbo diesel built by Cummins installed in the vehicles. That powerplant provided the muscle for all the diesel versions of the trucks in recent years but is being discontinued as Ford brings the truck's key content in-house. Both vehicles have also undergone major redesigns that have put key components under the cab instead of behind the cab or on the frame, a change Ford says will make it much easier for buyers to customize their trucks. That's important because the F-650 and F-750 are typically sold as cab-and-chassis-only skeletons and customized by purchasers to serve as everything from dump trucks to ambulances, furniture and beverage delivery vehicles to electric-utility and oil-field service trucks. Ford said it will announce pricing later this year. The current models currently retail for between $55,595 for a gas engine-powered F-650 to $70,075 for a F-750 with a Cummins 6.7-liter diesel. .

The first bus was a Mack..............The first Mack was a bus .

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