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I was sent this pic recently more becuase of my work on the Volvo NL types for this market I can tell you the NL,s were for Caltex.. they were built with Allison HT750 Trans usually with a retarder.. I worked on them maybe around 15 yrs ago - supplied from the Volvo Factory in Australia For the Mack sorry no info but maybe its sign its still in use

Well as you know they offer the Sleeper cab option in Aus... The tests on the intergrated sleeper cab that was offered showed it would not survive here.. I am not a fan of the fibreglass sleeper boxes they offer here.. I hope we can offer an intergrated sleeper of our own design And Paccar kicks our ass here in Oz We dont like it.. For the record the Mack Team and the Volvo team are now one In aus we all sit in the same design office we learn from each other.. What we find challenging is the continual change in customer design requests.. Anything is possable but for one off designs the costs can be too high for anyone to accept...

I think this is typical of what we face within the group Any change made is seen as detrimental I can tell you 1st hand the culture intergration has been one of the biggest hurdles There are two choices.. make what you can from it or walk away Mack as a stand alone brand with unique designs would not have lasted.. No engine to meet emissions STD,s a Cab that is very old So we are where we are.. as much as you can bag the company i could give it back and point out some different views A typical response would be this is an example of Bullydog culture....

Yes they were based in Jakarta.. different island.. And to think everything changed overnight is un realistic When did Mack Production move from the Richlands Factory to the Wacol Factory? When was the 1st changes in dealership support or change to company or private dealers and importors in Aust / Asia When was the 1st design changes impacted on Mack Product? I know that the legacy product was not touched design wise - only the new breed had design collaboration...

You seem to have an axe to grind...so we should agree to disagree.. The former Mack is or was what it was The one Mack dealer on your list was in jakarta, this mine is in kalimantan different island and about 6 hrs drive from the airport But i will dig into the Vin. find the sales responsable, also confirm the actual build date I sent the pics to the long term guys back at VGA/Mack At the same site but different customer there are a larger number of renaults - again parked and slowlt being stripped These are described as unsuitable with the amount of frame flex when loaded - I guess they are operating at about 60 tonnes when loaded and for the record there were two Volvo FM.s there as well

Sorry I can say with surety Mack was seperate from Volvo in Australia when these were built, delivered and service supported. I think i could name the guys that built them in the Mack SVC workshop at Richlands.. but i will concurr that i dont understand how the kenworths have survived and not the Mack.. If it was possable i would support their resurection... i am not a fan of the Cummins engine.. but to keep a brand operating their i would support it My view if its not our brand I find its a compromise Cummins engine is generic.. compromised to suit Eaton trans Volvo Trans and allison trans and to intergrate to VECU same as Eaton Auto shift.. it is only the early engines that were managable, You can blame Volvo but we within the company might have a different view ( Both Mack and Volvo people ) We can take the blame for the MP10 685 hp The MP8 530 The new Titan, the Superliner, The Trident, maybe even the Granite as well, We have developed a great team over the years. we have embraced culture changes. I also think perhaps the low sales volumes of only 2 compromised the support offered in the way of spare parts kept on hand, the local dealer training and even driver training... On the bright side i will post up some pics of another site still operating some early macks..

Well funny.. i took that picture... The are not Big Foots they are Titans ISX600 Eaton 22918 with the Renault Hub reduction axles Built in 2001 i believe by the VIN plate.. before Volvo was involved They are relativly complete.. even have the alternators still fitted.. Why are they parked there.. well technical support fell below acceptable stds. Becuase its a hybrid of cummins / eaton no one stop shop could provide support.. The site now does operate a lot of Volvo and Scania and some Benz with a smattering of the Kenworth version of the Mack Bigfoot But that will follow the same fate as the macks The customer want one stop shop for complete service The trucks operate there at 200 tonnes on dedicated roads Its not modern but then its not backwards either As the drivers and they lean towards comfort now as part of the job requirment Drivers are in short supply there the same as the rest of the world.. So they do steer what the companies will buy.. But is saying all of the above i do think a new Titan might make the cut in Asia but with the M drive... And yep I work for Volvo.. but i support Mack and UD and Renault

M-drive is available in both MP8 and MP10 here in Aus M-drive in MP8 goes into Tipper Dog ( Dumpers ) with no problems

So far the drivers dont see the Mdrive as a waste of time.. it handles the road train application well, the feedback is its much better than an Eaton Ultrashift. With the MP10 the gold Bulldog will be back...

Its a pure SCR engine, Emissions level is euro5 it will be around till EU6 which would be at least 2014 685hp is Mdrive only 600hp and you could get an manual gearbox So far everyone that has driven one has been very happy.. Currently there are 5 out on the road...

Yep the Cootes guys are our friends,, as are the DirectHaul guys in Darwin...I think we have some common friends Rookie...

This will be interesting to see what it is...

Its more than paint that makes the difference for each brand... Trust me when I say that... They have different dressing, different software, brand unique features UD are Silver I think, Mack Red, Renault Black

D16G now does 700hp at Euro5 or US07 for Volvo So should you get ready for a big hp Titan??? 13 litre does 535hp in Mack in Oz.. Very capable of B-double 68,000 kg

Im all for the idea.. we can pull the Mack Brand out of Australia then to concentrate on Volvo here.. And yep lets develope a cab for one brand only.. we need to proportion the development budget based on Nth American Volumes only.. I think its not a very good idea.. if you reduce volumes you reduce potential revenue return to the company.. and there is no way to be sure that the current Volvo buyers will turn to a Mack.. so it could be a disaster...

Well for my two bucks worth we see designs changed from what could be termed as robust to what the marketing people see as required for Brand image. If Mack could stand alone it would be a mighty effort.. but then my Volvo heritage would say find your own engines/ gearboxes etc etc ad the costs for that alone would end the brand. I see some choices on Mack products that have been driven by Mack that have not worked well in the long term.. they were driven by the heart and not the head.. I am optimistic.. my future depends on it.. In Oz the common group engine now has more power, the Mdrive seems to be eagerly awaited.. OK its been a challenge to keep the heritage of twin vertical stacks in keeping with brand requirments.. would have been cheaper and more robust to have a single low outlet but thats not what a Mack should look like..

Its really a non event.. The Mack brand will remain, the good source is yanking your chain... In Australia it wouldnt work to rebadge vehicles.. You could in theory bring in North American Volvos and sell them but then that would make it even more competative than it is today. And yes we speak english... And I think we have done some good things with the Mack Product... and there are some really cool things to come.. Euro 5 for Mack in Australia will kick some ass 100% Mack is a reality in the future.. if the background is shared components is that so bad.. Is a Kenworth 100% Kenworth or is it a bitsa...

Split tanks for DEF ( Urea ) and Fuel has not been adopted. Most Urea tanks will be either plastic or stainless steel Urea and aluminiam or steel dont make friends.. SCR technology has been used in OZ for sometime with good success.. SCR with a DPF is no big drama... For the future expct SCR / EGR and DPF to be used in conjunction with each other. Although the pace at which technology changes there could be something else surface,, Currently Australia is at EU4 or US07 and made up with SCR or EGR technology.. with a sprinkling of ACERT 2011 will require all new vehicles to be at EU5 and US10 which will be SCR or EGR with DPF The urea filter in the pump ( paper type ) has a service life of 180,000 km there is an inline filter on the inlet which is removable and cleanable.. There is also a filter on the pick up... Petroleum products dont work well in theses systems.. so dont have a brain fade and put the wrong bowser in the wrong tank Also keep the urea tank cap clean and tight..

Yep, all we have here is desert and kangaroos, you might find the hood hides a larger cooling pack as well.. and when you lift the hood then you need to move the lower guards.. and then the supports from the fuel tanks to the lower guards..Also if you moving the cab around then you might find the air intakes to the air filter might not connect... The only cummins gas engine offered here in a Mack is the ISL in the Metroliner.. its extremely expensive, and the gas volume required for such a short range makes it suitable only in the metropolitan area if you have your own gas suppy ( Boral ) Also the Trident is placed here for Construction and line haul work, where the Titan and Superliner are Long demanding haul ( Desert )

Oh I can see where this will end up...