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kscarbel

Pedigreed Bulldog
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Everything posted by kscarbel

  1. Truck/Body Builders / February 6, 2014 Ram Truck and Cummins are celebrating the 25-year anniversary of their combination of truck engineering and diesel powertrain design. “Ram and Cummins are names synonymous with power, quality and durability. We’ve enjoyed a successful relationship and remained leaders in the diesel pickup market for 25 years,” said Reid Bigland, President and CEO — Ram Truck Brand, Chrysler Group LLC. “The numbers don’t lie. Backed by a Cummins engine, our Ram Heavy Duty is King of the Hill with 30,000 lbs. of towing capacity – three tons more than the closest competitor and our flagship Chassis Cab trucks hit Gross Combined Weight Ratings of up to 37,500 lbs.” When first introduced in 1989, the Dodge Ram 3500 with the 5.9-liter Cummins Turbo Diesel engine produced 160 horsepower and 400 lb.-ft. of torque. Today’s 6.7-liter Cummins Turbo Diesel available in the Ram 2500 and 3500 Heavy Duty pickups and Ram 3500, 4500 and 5500 Chassis Cab trucks delivers up to 385 horsepower and a ground shaking 850 lb.-ft. of torque – more than any competitor. “The Cummins and Ram Truck partnership has created a legendary package over the last 25 years and we appreciate their continued loyalty to Cummins," said Dave Crompton, Cummins Vice President and General Manager – Engine Business. "This commitment to our partnership allows us to focus on delivering best-in-class performance, reliability, and durability for the heavy-duty pickup market. The Cummins and Ram brands continue to provide a terrific combination for our customers.” The 6.7-liter Cummins Turbo Diesel I-6 is available in three versions. The first version is paired with Ram’s segment exclusive six-speed manual transmission, which features a wear-compensating clutch for lifetime like-new performance and a dual-trunion shift tower to accommodate a compact shift pattern. This combination delivers 350 horsepower at 2,800 rpm and 660 lb.-ft. of torque at 1,400 rpm. The second option matches the Cummins to the 68RFE six-speed automatic transmission. The diesel engine cranks out 370 horsepower at 2,800 rpm with an unsurpassed in ¾-ton trucks 800 lb.-ft. of torque at 1,600 rpm. Finally, the 6.7-liter Cummins High-Output Turbo Diesel I-6 for Ram 3500 is paired with the Aisin six-speed automatic transmission (AS69RC), leaving no doubt to Ram Heavy Duty’s capability. In addition to 385 horsepower at 2,800 rpm, the most powerful Cummins generates best-in-class torque of 850 lb.-ft. at 1,700 rpm. All Ram Heavy Duty and Chassis Cab trucks equipped with the Cummins engine benefit from an advanced cooling system. A high-efficiency fan, dual radiators, dual transmission coolers and a charge air cooler provide impressive heat-rejection capacity to align with best-in-class Gross Combined Weight Rating (GCWR). Lower operating temperatures deliver unsurpassed performance, durability and lower operating costs. http://trailer-bodybuilders.com/chassis/ram-truck-cummins-celebrate-25-year-partnership
  2. Transport Topics / February 6, 2014 Nissan and engine maker Cummins Inc. unveiled a diesel-powered Nissan Frontier pickup at the Chicago Auto Show but stressed that the truck is just a “technical study.” The Nissan Frontier Diesel Runner is powered by a 2.8-liter Cummins turbo diesel engine that is currently in concept form, Nissan said in a statement. Developed at the Cummins Technical Center in Columbus, Ind., the engine produces approximately 200 horsepower and more than 350 pound-feet of torque. The engine was installed in a 2-wheel drive midsize Frontier to “evaluate the viability of this package for North America,” Nissan said. “The Nissan Frontier is a great platform to demonstrate the potential of a Cummins-powered compact pickup for the U.S. market, and this project will help to gauge market reaction and evaluate future plans,” said Dave Crompton, vice president and general manager of Cummins’ engine business. The companies also are partnering on a 5.0-liter diesel that will be available in the next generation of Nissan’s Titan full-size pickup. http://www.dieselpowermag.com/tech/dodge/1109dp_new_cummins_four_cylinder_diesel_engine/ http://www.automobilemag.com/features/news/cummins-advanced-testing-four-cylinder-diesel-engine-48041/photo_00.html http://www.ttnews.com/articles/lmtbase.aspx?storyid=2696&t=Nissan-Reveals-Cummins-Powered-Concept-Truck
  3. Mid-America Truck Show (MATS) Louisville, Kentucky - March 27 thru 29 Reserve your hotel rooms early. http://www.truckingshow.com/ ______________________________________________________ IAA Commericial Vehicle Show Hannover, Germany - September 25 thru October 2 Simply put, this is (by far) the largest and best truck show in the world. This is an international show. It's a massive exhibition of trucks and trailers that runs for eight days. Truckmakers like Mercedes-Benz rent entire buildings. If you've never been, you'll be in for the experience of a lifetime. Reserve your hotel rooms early. http://www.hannover.de/en/Welcome-to-Hannover/Economy-Business2/Trade-Fairs-Conventions/Upcoming-Trade-Fairs-and-Conventions/IAA-Commercial-Vehicles-2014
  4. Just so there's no confusion, Mack Trucks was never owned by Garrett AiResearch (Garrett Corporation). In 1964, Garrett allowed itself to become a subsidiary of The Signal Companies, the nation's largest west coast oil company, in order to avoid a hostile takeover by Curtiss-Wright Corporation. In 1967, in order to raise capital to support Mack's rapid growth, Mack Trucks agreed to become a subsidiary of The Signal Companies on the condition that that Mack was guaranteed complete autonomy (a requirement demanded by legendary Mack president and CEO Zenon C.R. Hansen). Thus, both Mack Trucks and Garrett AiResearch were subsidiaries of the Signal Companies. Signal purchased Mack Trucks in 1967, sold 40 percent to Renault in July 1983 and sold 50 percent in a public offering in August 1983. The remaining 10 percent (3.1 million shares) was sold in July 1986 by the Henley Group, a corporate spin-off resulting from the Signal-Allied merger. In 1985, Signal merged with Allied Corp. and became Allied-Signal. The company bought Honeywell in 1999 and adopted the Honeywell name.
  5. Yes, this brochure is about the normally aspirated variant of the 14.2-liter END-864, rated at 255 horsepower. This engine is sister to the 14.2-liter Scania DS14.
  6. If Navistar is going to buy Cummins engines, it makes sense to also cooperate with Cummins on emissions controls, as a bargaining chip for greater overall discounts. Of course, Cummins and Detroit Diesel were engine suppliers to International Harvester for years. It's a shame the Germans won't supply them to Navistar now. Those MAN D20 (MaxxForce 11) and D26 (MaxForce 13) engines are extremely good when set up properly, as they are now with SCR for EPA2010 (Euro-6).
  7. To fully understand where the CAT-branded trucks are going, I suggest it's important to be aware of their progress both in the U.S. and global markets (e.g. the news article I posted above on the Australian market). And things have changed a lot too since 2008 when NC2 Global was formed as a joint venture between CAT and Navistar. In September 2011, the two companies announced that NC2 would become a wholly owned subsidiary of Navistar. And through a brand licensing agreement, both CAT- and Navistar-branded trucks would be distributed through both CAT and Navistar dealers. Navistar and Caterpillar make for an interesting couple. Navistar is cash strapped, thanks to former CEO Dan Ustian. Caterpillar has deep enough pockets to easily purchase Navistar and add heavy truck manufacturing to its portfolio, however the company has never been intrigued to do so. And yet, CAT has been dedicated to marketing heavy trucks under its name, including having required its distributors to invest heavily in truck shops. In the US market, it's noteworthy that the axle-forward CT-680 (with both 116-inch and 122-inch BBCs) that CAT said would launch in 2013 never materialized. Many people don't realize that the cooperation with Navistar fulfilled CAT's desire to get their CX-31 automatic transmission into heavy trucks. And of course, Navistar's Garland plant (the former Marmon truck factory) has been closed, with CAT truck production shifted to Escobedo, Mexico. Garland's last day was March 30, 2013.
  8. I found it odd that Navistar cancelled the Caterpillar-based MaxxForce 15. With an SCR solution, the engine could have easily met EPA2010. Navistar executive vice president Jim Hebe said. "It's a great engine. But we can't support it. Volumes are too small, and we have to develop SCR on all our other engines." But that excuse doesn't hold water. They knew the volumes for 15L engines from the beginning. And evidently, they saw a solid business case to develop the product. Fleet Owner / September 27, 2012 Hebe also said Navistar will not pursue a 15L SCR engine, Instead it will rely on the Cummins model for that power range. “Our intention is to continue to build them as long as we can and then phase into the Cummins ISX15,” Hebe said. “It’s a shame, it’s a great engine.” Heavy Duty Trucking (Trucking Info) / September 25, 2012 Cummins' ISX15 will take over the heavier end of the segment in Internationals and Navistar's own MaxxForce 15 will be discontinued, Hebe said. "It's a shame," Hebe said. "It's a great engine. But we can't support it. Volumes are too small, and we have to develop SCR on all our other engines." The MaxxForce 15 will go out of production by the end of next year's first quarter.
  9. While CAT has from the beginning focused on the vocational market in the US, the company has targeting the long haul segment in Australia. The styling of the US market vocational models is certainly debatable. But the Australian market on-road models are reasonably attractive. About engines, while Navistar cancelled plans for a MaxxForce 15 in the US market, Caterpillar went ahead with the C15 in Australia (necessary for the GCWs down under). http://www.cattrucks.com.au/trucks/ct630-extended-cab/#tab=3 http://www.cattrucks.com.au/ FYI: Australian emissions from 2011 thru 2017 (possibly 2018 is level ADR80/03, the exact equivalent of Euro-5 and rough equivalent of EPA2007. But as said for the US market, the license-built MAN D26 (CAT CT13 / MaxxForce 13) is the only offering. http://www.drivecat.com/truck-details/engines/
  10. I can understand your thought. But even though I also prefer what we called the "5-color logo", the new logo was the official corporate logo when this document was made.
  11. Tom, thank you so much for adding to this discussion and correcting my memory where necessary. Once upon a time, I found myself at the Mack Trucks distributor in Phoenix. As you recall, the distributor was leasing to Mack Trucks a building across the yard from their shop, for turbine truck work (owing to Garrett AiResearch being in Phoenix). I spent the day watching Mack engineers going about the installation of a turbine into a Hayward-production Value-Liner. And yet, I've never read any mention about that truck? When you say that Win Pellizzoni was the developer of the game-changing Maxidyne high-torque rise engine, then would you describe Walter May as the project manager? Tom, the work that was done by you and your colleagues at the Mack Engineering, Development and Test Center (R&D center) in Allentown put the global truck industry on notice time and time again that Mack Truck engineering was second to none. Thank you for your many years of dedication to the greatest name in trucks. What Volvo has done, reduce a global icon to a mere shell of its former self, should be a crime.
  12. Volvo obtained a fixed-price with economic-price-adjustment/indefinite-delivery contract. They did not win a bid (tender) to sell vehicles. A supplier must have obtained this contract in order for the U.S. military to be able to purchase from you, should they decide to do so. To get in the game, it was necessary for foreign truckmaker Volvo Group to successfully create a shell company in the U.S. that would allow them to sell vehicles to America's military. This is the purpose of the Mack Defense unit (http://www.mackdefense.com/) of Volvo Group Trucks Sales & Marketing Americas. The entire range of tactical vehicles is from Renault Trucks Defense (http://www.renault-trucks-defense.com/en/range/), now a wholly owned Volvo Group subsidiary (since December 2012). The U.S. Department of Defense would never walk away from Oshkosh, Navistar or other American suppliers to purchase French military vehicles from a Swedish truckmaker. But with the creation of a shell company called Mack Defense LLC (Limited Liability Company), and the installation of Mack logos onto these foreign trucks, Sweden's Volvo Group then has a much more viable means of selling their foreign vehicles to our nation's armed forces. The remaining product line-up are just ordinary Mack-badged Volvo civilian commercial trucks (Volvo North American chassis with legacy Mack cabs) sprayed with your choice of beige or olive drab paint (MILCOTS - military commercial off the shelf). When Mack Trucks was in business, we actually designed and produced purpose-built military vehicles including the NM, NO, NR, M123, M125 and last but not least, the RM-6866RS of the ADF (Australian Defense Force). http://www.bigmacktrucks.com/index.php?/topic/15604-mack-military-truck/page-2 http://www.bigmacktrucks.com/index.php?/topic/15604-mack-military-truck/page-6
  13. Volvo Group is very adamant about their employees doing things the "Volvo way". It has been the root cause for many Mack veterans to depart. A massive knowledge drain. A few frustrated ones hung on, with retirement nearing. Quite a few were asked for their resignations, each after having the audacity to point out to Swedish management that their "Volvo way" was inferior to the pedigreed way under the former Mack Trucks. Now, 30-year veterans are a rarity, and both parts and service are frustrating for both customer and distributor alike (Dealing with Volvo on warranty repairs, a slow process indeed).
  14. The day cab version of the cutting edge Mack Ultra-Liner. What a looker. That truck doesn't look the least bit dated. The Ultra-Liner was extremely advanced in engineering, and arguably the safest COE cab design still to this day. The Ultra-Liner could easily have been developed forward, to remain a cutting edge product in the global COE market. When you consider the American COEs still produced today (for global markets), the Freightliner Argosy 2, Kenworth K200 and International 9800i, an updated Ultra-Liner or (more likely at this point) a totally evolved Ultra-Liner II could/would be a far superior truck to both its American competitors and European examples like Volvo FH. Remember, America was producing successful COEs while the European brands were still working out the bugs in theirs. Our drivetrains, for example, were FAR superior. And that's one reason why Mack had such a strong presence in Europe, the Middle East, Africa and Western Asia.
  15. Once located at 21301 Cloud Way, just west of Corsair Blvd, it is now used by Myers Container (http://www.myerscontainer.com/contact-us.aspx). Mack Street and Bulldog Way remain as reminders. https://maps.google....ved=0CAgQ_AUoAg FYI: The Gillig municipal transit bus plant is in Hayward, south of the former Mack location at 25800 Clawiter Road (http://www.gillig.com/).
  16. The R and RS/RL both used variations of Mack's type CA49 cab, but even then, most of the part numbers of a "groomed" cab were completely different as the cabs shared little in trim. The entire chassis, cab mounting and hood, for example, were completely different. The hood was shorter. The front fenders were attached to the frame rather than as an integral part of the hood. Altogether, very impressive engineering. The Mack "Value-Liner", life just doesn't get much better than that. Worthy of mention, the part numbers used by the Mack subsidiary Mack Western in Hayward California were unique to Mack's west coast models. Even after west coast production was relocated to Macungie, the Mack Western 5-digit part numbering system continued to be used for the Cruise-Liner, Super-Liner and Value-Liner.
  17. Australasian Transport News / January 28, 2014 Cat Trucks' heavy duty range of trucks will soon expand with the addition of the CT630S and the CT630SC. More models are being added to the Cat trucks heavy duty lineup as the company seeks to consolidate and expand its position in the Australian market. The B-double friendly CT630S is well and truly on the way, along with the linehaul variant, the CT630SC. A high GCM road train hauler is also coming. The CT630SC will feature a stand-up-walk-in integrated sleeper cab with an internal height of 1,900mm. The CT630SC is reported to have a bumper-to-back-of-cab measurement of 3,590mm (141 inches) to make sure it fits comfortably within the 26-metre B-double envelope. The SC cab will also feature external locker boxes as well as a scalloped rear wall to increase trailer to cab swing clearance. “This has been an exceptional project to be involved in,” Cat Trucks Australia Chief Engineer Adrian Wright says. “It’s our opinion the Australian market has been waiting for a conventional truck like the CT630S for some time.” Fuel figures from two pre-production units that are a part of the local testing program have returned average fuel figures of between 1.78 and 1.85km/l on high gross weight linehaul duties in excess of 60 tonne. The truck is powered by a C15 Cat engine that develops 550hp (410kW) and 1,850lb/ft of torque (2,508Nm). The C15 meets current emissions regulations without using either exhaust gas recirculation (EGR) or selective catalytic reduction (SCR). A road train rated version of the CT630 is also on the way, aimed squarely at on-highway triple trailer duties. The severe duty model is expected to have a GCM rating of 130 tonne. Cat Truck Australia Managing Director Kevin Dennis sys there has been strong interest from Western Australia, South Australia and Queensland for a high GCM Cat-powered prime mover. “In fact advance orders have already been placed,” he says. The severe duty Cat is expected to be launched in the final quarter of 2014. The Cat trucks lineup now consists of the CT610, which is powered by the recently released CT13 engine as well as the 15 litre CT630, the CT630S and the CT630LS models. Fuel figures provided by Cat have shown a 10 percent gain in fuel efficiency from the CT13 EGR engine over the previous C13 engine it replaced. In fact one unit has been consistently returning 2.62km/l on single trailer country distribution. Parent company Navistar has had its share of woes over the last couple of years, notching up US$3 billion in losses in 2012. However, a change of executive management and major changes in product strategy have seen 2013 losses reduced to US$898 million. Perhaps another sign the company is turning the corner is the announcement over the weekend the International Prostar ISX15, incidentally the same platform that is used by the Cat Trucks range, was voted Truck of the Year at the 2014 American Truck Dealers (ATD) Expo in New Orleans. In Australia, Dennis says the five year plan for the country’s youngest heavy duty truck company is to achieve 3 percent of the heavy duty market with the aim of selling 800-1000 units per year.
  18. The Mack "Trident", still, a well kept secret. http://www.youtube.com/watch?v=WmhXlnZBMi0 http://www.bigmacktrucks.com/index.php?/topic/30035-mack-australia-trident-a-well-kept-secret/ .
  19. No. The Titan is different. http://www.youtube.com/watch?v=gYszfaKpLo8 The Super-Liner uses the Volvo VN chassis (rebadged as Mack "Advantage" chassis). The Titan utilizes the heavier Volvo VHD vocational chassis (rebadged as Mack "Cornerstone" chassis). Note: After acquiring Mack Trucks in 2000, Volvo Group closed Mack Australia's plant in Richlands, and moved production to the Volvo plant in Wacol, reason being that Volvo planned to build Mack-branded trucks on the Volvo platform. This is a real Mack Titan, of course featuring the legendary Mack/Scania E9 V-8. http://www.youtube.com/watch?v=ysT9ZskB6eY .
  20. I do recall that. Enjoy this: http://www.youtube.com/watch?v=Mgs_J8PX3uQ The Super-Liner lives on. http://www.bigmacktrucks.com/index.php?/topic/30049-mack-australia-building-the-super-liner-better-than-ever/
  21. You're speaking of the Hayward-assembled Mack Western interior in the RWL/RWS and RL/RS. That was among the highest trim levels ever available and extremely plush, rivaling only the level 4 interior in the (Macungie production) MH Ultra-Liner and RWI Super-Liner.
  22. Those were indeed great advertisements. We were proud of those. Here's a photo of one of the pre-production prototypes. This CH was assembled with a DM chassis. http://hankstruckpictures.com/pix/trucks/dmckenzie/a_trains/a20_mack_atomic.html
  23. It's been years but I think our dealers used to sell these kits for around $200-$300. I've no idea how/why this outfit still has these Belmor-manufactured Mack interior trim kits in stock. But I'm glad a few will be utilized now. I'd have to guess the 204SX131 is "Level 1 Silver Gray" (remembering these numbers.....it's been a while), and that should have a headliner with the front shortened to allow for the overhead radio console.
  24. It should come with all the fasteners you need. If I recall correctly, the 204SX130 is a straight installation with the full headliner for pre-1984 beige R-models (meaning, it isn't the version for adding the 1984-on overhead console). I'm thrilled you were able to obtain it. Congratulations
  25. The (driver controlled) power divider lockout is an inter-axle lock. It locks the front and rear drive axles together. The inter-wheel differential lock is just that, a driver-controlled means of locking the front and rear differentials (the left and right side wheel ends are locked together and both pulling). If you spec both, you have the means of pulling at all four corners. The inter-wheel differential lock is not that popular in the US (on vocational chassis), but it should be. Overseas, it quite common, particularly on vocational trucks with planetary hub reduction axles.
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