kscarbel

In 1964, Flxible Model 311 buses went into production at Dina. Dina began producing Cummins NT and NH diesel engines in 1968. Dina produced Flxible Flxliner inter-city buses under license under the "Olimpico" name 1968 until 1988.

The long-nose Dina 800 Series was based on the 4300 Series (F4370).

The short-nose Dina 800 Series was based on the Fleetstar.

In 1957, Dina began assembling and selling Fiat 500, 1100 and 1400 cars. In 1962, Dina signed a contract with Renault to provide parts and car assembly in Mexico. The agreement ended in 1971. Dina began assembling medium and heavy trucks with International cabs and Cummins engines in 1963. The Dina 500 and 600 Series appear based on the Loadstar.

Dina assembled heavy trucks in the early 1960's and 1970's under the Dina brand from components purchased from Diamond Reo (previously "Diamond T").

Dina signed an agreement with Fiat in 1952 to assemble and sell heavy trucks in Mexico. From 1955 to 1960, Dina produced Fiat 682-N, 682-T, and 682-RN trucks. Fiat truck production ended in 1960 due to high production costs.

With a history spanning over six decades, Dina is Mexico's oldest domestic commercial vehicle manufacturer. Diesel National, S.A. (Dina) was founded in 1951 to produce and sell automobiles, trucks and trailers. The Mexican government was the majority shareholder and Italian private interests held a minority. Dina also planned to sell diesel engines for industrial and agricultural use. A factory was built in central Mexico, in the state of Hidalgo.

Bloomberg / August 21, 2013 Nissan to Offer Cummins Diesel Engine for Titan Pickup Nissan, which has struggled to win over U.S. buyers of large pickups, said it will offer a diesel engine in its redesigned Titan truck, a first for a Japan-based automaker. The 5-liter, V-8 turbo diesel will be supplied by Cummins, Nissan said in a statement yesterday. Details of the next Mississippi-built Titan, which hasn’t been fully revamped since its 2003 introduction, aren’t being disclosed at this time, the company said.“Truck owners told us there’s a demand for the performance and torque of a diesel in a capable truck that doesn’t require the jump up to a heavy-duty commercial pickup,” Fred Diaz, vice president for North American Nissan sales and marketing, said in yesterday’s statement. “There is no question that the new Titan will turn heads.” Nissan missed expectations a decade ago with Japan’s first pickup that appeared to match the size and power of the trucks that are a cornerstone of U.S. sales for General Motors, Ford and Chrysler. Nissan never met an initial target of selling 100,000 Titans a year, and delivered just 10,020 this year through July, a sixth the volume of Toyota Motor Corp.’s Tundra, and a fraction of the sales of Ford’s F-Series, GM’s Silverado and Chrysler’s Ram pickups. U.S. full-size pickup sales jumped 23 percent this year through July, according to Autodata Corp., as an improving economy encourages buyers to replace their aging trucks. Large pickups account for a majority of earnings for U.S. automakers, according to Morgan Stanley. Diesel AppealOwners of large pickups are among the most loyal to GM, Ford and Chrysler. Nissan hired Diaz, 47, earlier this year after the executive headed Auburn Hills, Michigan-based Chrysler’s Ram brand and Mexican unit. Diesel engines appeal to drivers who need enhanced power and towing capability, and are a common option for GM, Ford and Ram trucks. Toyota City, Japan-based Toyota, which is readying a revamped Tundra, has no plans to add a diesel powertrain at this time, said Bill Fay, the company’s group vice president for U.S. sales, in an interview in San Diego. The diesel engines will be built at a Cummins factory in Columbus, Indiana, for installation at Nissan’s Canton, Mississippi, plant. Nissan didn’t provide investment figures or say whether additional U.S. manufacturing jobs would result from the project. Cummins is also based in Columbus, south of Indianapolis. The company supplies a 6.7-liter turbo diesel engine for Chrysler’s Ram Heavy Duty truck. Nissan’s North American unit is based in Franklin, Tennessee.

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The round horns were Grover, the rectangular horns were Hadley. The proper way to achieve your goal would be to replace the horn assembly.

Wall Street Journal / August 19, 2013 Cummins Inc. plans to disclose on Tuesday an agreement to supply Nissan with a diesel engine for its Titan pickup trucks. Cummins earlier said it would announce a job-creating engine project. A spokeswoman for the company declined to provide details. Cummins currently supplies diesel engines for Chrysler pickup trucks. Nissan last year sold 21,576 Titan full-size pickups in the U.S. and a handful in Canada and the Middle East. The truck has struggled against models from General Motors, Ford and Chrysler, which dominate the full-size pickup market. In 2012, the Detroit companies sold just over 1.5 million full-size pickups in the U.S. The decision to use a Cummins diesel engine in the Titan line comes a few months after Nissan hired former Chrysler Ram brand chief Fred Diaz to be Nissan's U.S. sales chief. The deal also marks a new effort by Nissan to expand in the truck market. In early 2008, Nissan had said Chrysler would let it buy its RAM truck platform for the next version of the Titan in exchange for allowing Chrysler to use a compact car design. However, that agreement fell apart when Chrysler slid toward bankruptcy. Cummins was developing a diesel engine for Chrysler's light-duty Ram 1500, but the contract was voided in Chrysler's 2009 bankruptcy. When Chrysler decided to restart the diesel program for its light-duty truck, it used an engine from parent Fiat SpA instead of reviving the Cummins engine plan. Cummins' financial performance recently has been hurt by weaker engine demand from heavy-duty truck makers and manufacturers of mining and construction machinery. Cummins is the largest supplier of heavy-duty truck engines in North America, accounting for about 40% of the market. Cummins last month reported a profit of $414 million, or $2.20 a share, for the second quarter, down from $469 million, or $2.47 a share, a year earlier. Sales edged up 1.6% to $4.53 billion.

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The most important era in the history of Mack Trucks is not listed, the era during which Zenon C.R. Hansen took over as CEO of Mack Trucks. Truly the best truckmaking CEO of all time right up to the present day, Mr. Hansen's hand could still be felt throughout the company 20 years after he had retired. I don't think customers realize just how massively he changed the company's management and culture when he came in the door.

Nothing wrong with a wider cab, but the front end is absolutely terrible looking. It's shocking that Paccar would put that front fascia into production. Talk about Paccar engineering (ordinarily quite good) losing face in the marketplace. It's amusing that their own people don't even like it and would tell a prospective customer so.

We all loved Mack trucks, back in the day when you could purchase one.

The original Scania "Streamline" from 1991, based on the 3-Series (3rd generation) in production at that time, Fitted of course with the Mack-Scania 500hp V-8 .

Wall Street Journal / August 14, 2013 STOCKHOLM—Volkswagen is facing criticism by a Swedish investor group that is raising concerns about the German auto giant's plan to squeeze synergies from its commercial-vehicle operations, including Scania AB. The Swedish Shareholders Association on Wednesday questioned Volkswagen's plan to cut about €200 million ($265 million) in annual costs by combining some Scania operations with German truck maker MAN SE and its own commercial vehicle division. Volkswagen owns about 60% of Scania's shares and took control of MAN in July. The Swedish investor group is worried that finding synergies between the two companies will cost Scania shareholders dearly. Volkswagen in the past has said it aims to create "substantial synergies in the areas of procurement, development, and production" among the three operations. "Scania's shareholders have been steamrollered by Volkswagen…and we are concerned that it is now happening again," Carl Rosen, chief executive of the Swedish Shareholders Association, said at a news conference in Stockholm on Wednesday. Mr. Rosen said he is concerned that technology, trade secrets and other assets will be transferred from Scania to other parts of the German auto maker's empire at the expense of the Swedish truck maker's minority shareholders. "You cannot steal a company's trade secrets without paying for them," Mr. Rosen said. "That is what this is about." Under Swedish law, Mr. Rosen's association would need to gain support for an investigation that would be conducted an independent party from 10% of its shareholders. It has started lobbying Scania's institutional minority stakeholders to sign up for the review. Mr. Rosen said he is confident he will get the support needed, which would lead to an extraordinary general meeting for Scania being called in to assign an investigator to review its complaints. Scania spokesman Hans-Åke Danielsson said the company cannot comment on ownership, but said "everything that Scania does is intended to be beneficial to all Scania shareholders. Obviously, we will not do anything that doesn't benefit all shareholders." Volkswagen will "comply with Swedish law and regulations and act in the interest of all shareholders," a Volkswagen spokesman said. Scania's market capitalization is currently about 111 billion Swedish kronor ($17 billion). While the shareholder's organization covers a broad swath of investor interests in Sweden, it represents some smaller Scania investors and, along with other minority shareholders, has taken issue with Volkswagen's recent activities related to its Scania investment. Earlier this year, for instance, several institutional shareholders were angered by Volkswagen's drive to kill a nomination committee tasked with finding candidates for Scania's board. At Scania's annual general meeting, the Swedish Shareholders Association argued adamantly to keep the committee in place, but although 15 of Scania's 20 largest shareholders voted against the proposal to scrap it, the majority owner didn't budge.

Garland (the former Marmon truck plant) has been closed, with CAT truck production shifted to Escobedo, Mexico. Garland's last day was March 30, 2013. George Taylor, director of Cat's Global On-Highway Truck Group, said of the Escobedo plant "It's an ISO plant and produces some of the best quality". Apparently, Mr. Taylor appears to be saying that Mexican plants have better quality than U.S. plants. Not much patriotism there from an American and an American company.

No, the new Renault truck range wins the prize for ugly design.

January 19, 2009 MAN gets major order from Saudi Arabia Almarai, the world's biggest dairy concern, orders 168 TGA-WW series trucks from MAN. The Saudi Arabian dairy concern Almarai has ordered 168 MAN TGA-WW trucks. Of these, 141 are two-axle TGA 19.440 semitrailer tractors with L-cabs and D26 engines. The trucks will be delivered in February 2009. The other 27 trucks that make up this order are two-axle TGA 18.480 semitrailer tractors. The customer has already been operating these since October 2008. The MAN trucks of the TGA-WW series are specially designed to meet the requirements of the Middle East regions and are thus optimally suited for the climatic conditions in the extreme heat and sand of the desert. Almarai operates the vehicles around the clock to deliver heat-sensitive perishable goods to the entire Gulf region as well as Jordan and Egypt. The reliability and efficiency of the vehicles have highest priority for the customer. The company is one of MAN's biggest customers in the Arabian Peninsula and currently has a fleet of over 360 MAN vehicles. In fiscal 2007, Almarai recorded sales of almost eight billion euros in its four fields of business: fresh dairy, long-life dairy, fruit juice, and cheese & butter, making it the biggest dairy concern in the world.

August 1, 2013 Food producer Almarai has ordered 240 new TGS model tractors from MAN Truck & Bus, rejuvenating their current fleet of 1,290 MAN long-haul trucks. Almarai conducts the distribution of its chilled foods and dairy products single-handedly and operates the vehicles around the clock to deliver heat-sensitive perishable goods to the entire Gulf region as well as Jordan and Egypt. The company had already ordered a major number of trucks for its fleet in 2009. Furthermore, MAN is supplying 200 TGS tractors with TipMatic automated gearboxes to Global Specified Transport in Saudi Arabia. The first 100 trucks of this batch have already been handed over in July. The MAN TGS trucks are specially designed to meet the requirements of the Middle East regions and are thus optimally suited for the climatic conditions in the extreme heat and sand of the desert. As a result of increased market demands, local MAN Truck & Bus Distributor Haji Husein Alireza Co. (HHA) announced plans to build 3 new service centres in the cities Jubail, Madinah and Khamis Mushait. In this context, HHA also strengthens the coverage of its mobile service fleet.

Transport Topics / August 9, 2013 Navistar International Corp. plans to cut “a few hundred” jobs by early September in a move to reduce costs. The truck and engine maker is still working to determine the exact number of jobs that will be cut, Navistar spokeswoman Elissa Maurer told Transport Topics. Maurer would not specify exactly where the cuts will take place, but said they will be mainly in North America. It also could potentially cut about 140 contractors, Maurer added. “This has not been an easy decision, but it’s something that’s necessary,” Maurer said. “We’ve done the right things, but we need to do them better and faster.” The cuts were announced via an internal letter to employees from CEO Troy Clarke and Chief Operating Officer Jack Allen. Navistar has about 15,000 employees globally, including about 3,000 at its Lisle, Ill., headquarters. Navistar’s market share in the Class 8 truck business declined after its previous engine technology failed to meet the Environmental Protection Agency’s 2010 emissions standards. The company has been transitioning its heavy-duty trucks to engines with selective catalytic reduction, the same technology used by all of its competitors to meet federal requirements.

That cab came from Tidewater. We reached a point where only the 90" sleeper (service replacement) cabs were still selling, so we offered a low price on the remaining 76" sleepers and 54" day cabs to all the distributors (as we often did with old inventory that had become inactive). I remember that Tidewater bought all of them.

All MCs, including the U.S. domestic market, came from the factory with what we at Mack call "corporate type" bumpers. Remember, the MC had a much lighter frame alike to the R-model (same 9 x 3.25 x .25" cross section), whereas the MR was altogether heavier like a DM.

Is that a short sleeper, the 76" sleeper instead of the more common 90" sleeper?