kscarbel

As I recall, Tidewater was selling the stainless steel B-model mirror bracket kits for $75 per side. They purchased them thru Mack from Delbar. So as for a fair price, you be the judge.

While you may not want to accept the reality that the Mack-branded Volvo trucks produced by Volvo Group are not Mack trucks (as any employee of the former Mack Trucks will quickly tell you), there's no place on this forum for those colorful metaphors. I'm sure that you can communicate on a higher plane than that.

Imagine how two pieces of rolling stock (train cars) are coupled (articulating), and then place that thought on rubber tires. Cambridge, Ontario-based Rubber Railway Company (RRC) responded to Ontario and Québec’s approval of 4-axle straight trucks in the 1970s with a new approach to meet the needs of Canada’s ready mix industry. The most noticeable features of RRC trucks were the articulated chassis configuration, and 72-inch axle spacing from Ontario-based Chalmers Suspension. The truck’s 8x6 configuration featured a non-powered front/front axle and powered front/rear axle. 10x6 configurations had non-powered front/front and front/middle axles, with a powered front/rear axle. RRC trucks were typically powered by Cummins 903 V-8s or Detroit 8V-71s. Early production models used the International’s Loadstar cab. RRC later switched to the Ford Louisville cab. The unfashionable hood was designed purely for function and durability. (I apologize for the lack of more detailed information and high quality pictures, as they are scarce.)

Exactly. Volvo Group's arrogant company culture is focused on the Volvo brand. The global plan is to have a sigular brand - Volvo. Acquiring Mack Trucks, like White and GMC, was merely a stepping stone towards achieving Volvo's ultimate goal. Volvo did not "step in" and save Mack. Volvo had a plan since the mid nineties. Mack got caught up in merger negotiations between Renault and Volvo. Ultimately Volvo tried to pull a fast one and had Renault up in arms. Had Volvo NOT gotten their hands on Mack via RVI so as to conquer the North American market (their third attempt), Renault would have shopped Mack Trucks around to the logical suitors, most being in the United States. Those would include Paccar, International, Oshkosh and Caterpillar, just to list a few. All of those companies recognize the value of Mack Trucks and would have given the unexpected purchase offer serious thought.

Volvo has gutted and destroyed arguably the greatest American truckmaker in the history of the United States. I care very much who owns Mack Trucks. Every American should care about the well-being of America's economy and industrial might. Exactly. How could any knowledgeable American who cares about our country's economic survival think differently? Foreign domination of America's commercial truck industry is not in the best interest of the United States. What with you being Canadian, my statement understandably has less meaning to you. However, Canada's economic tone does weigh heavily on the state of America's economy. Every former employee of Mack Trucks is disgusted at what Volvo Group has done to Mack Trucks. Volvo Group has reduced an American and global icon down to a mere shell of its former self that produces Volvo-based trucks with Mack nameplates. What part of that do you disagree with? Given that you are so thrilled with your Mack-branded Volvos, why not go the extra inch next time around and buy the Volvo-branded models. Same chassis, engines, transmissions and axles (Meritor), Just a more spacious cab. Your having transitioned over to the superior global truck, Volvo Group Trucks Sales and Marketing Americas will be pleased to no end. The sooner they can bury the Mack brand as they did White and GMC, the sooner they can simplify their life in the North American market with one brand - Volvo.

FYI Chrysler isn't the only company considering a light-duty, full-size diesel truck. Nissan is currently working on a program with Cummins to develop a four-cylinder diesel power plant for Nissan's upcoming redesign of its full-size Titan pickup. Initial testing of the Cummins' 2.8-liter, four-cylinder diesel was aimed at delivering 210 horsepower and 385 pound-feet of torque. The 3.0-liter VM Motori V6 diesel that will be offered in the Ram 1500 is rated at 240 hp and 420 lb-ft of torque. The Cummins 2.8-liter ISF is normally rated from 109 to 150 horsepower for light truck applications (the equivalent of an Isuzu NPR). For a 1/2 ton pickup, 210 horsepower would be fine, though I'd rather have the extra displacement of the 3.8 liter ISF.

There's no dark cloud over my head friend. However I do live in the present reality. I'm thrilled to hear your grandfather owned Macks. And I'm sure he made money with them. But what does that have to do with the Mack-branded Volvo-based trucks produced today by Volvo Group? I worked for Mack Trucks almost as long as your father, so I can talk about the former Mack Trucks. "For My friends and those who still work at Mack here" / "My fingers are crossed in the HOPE that the people at Mack" My friend, perhaps you don't have a clear understanding of the current situation. There are no more "people at Mack" because Mack Trucks no longer exists. The company was acquired by Sweden's Volvo Group in 2000. All Mack brand employees work for Volvo Group Trucks Sales and Marketing Americas. So while you're rooting for Mack, realize that you are actually rooting for the Swedes at Volvo Group that have gutted what Mack Trucks was and now build Mack-branded trucks that are 60 to 80 percent Volvo global component by content. You're right, my negativity for Volvo is well documented. I certainly have no problem with that. I believe American owned and operated is best for our country's economy. If you feel the Mack-branded truck has improved so much over the last six years with the massive infusion of Volvo global components, then call Volvo Group Trucks Sales and Marketing Americas in Greensboro, North Carolina and give them a warm pat on the back. Liking the Volvo components as you do, you might just consider a Volvo the next time. Why drive a Volvo with a Mack nameplate? "I support Mack and the people that make Mack what it is". Okay, you support Sweden's Volvo Group and their Mack-branded Volvo trucks. I got it. And hey, that's you're right to support a foreign truckmaker (Although you're from Canada, I tend to think of the US and Canada as North American economic allies). What Volvo Group has done to Mack Trucks, reduce an American and global icon down to a mere shell of its former self, should be a crime.

Truckmaking is a tough business. Aside from Scania and Paccar, the two most consistently profitable truckmakers in the world, the rest of the truckmakers go through cyclical highs and lows. Mack Trucks was saved by Renault, who invested in the company and allowed it to remain Mack. But in the mid-nineties, Volvo wanted to grow and acquire RVI, which included Mack as a bonus. A merger plan was announced, and Volvo used that to get a grip on Mack. Although the merger plan failed because of Volvo's deceit to Renault (they were infuriated with the Swedes), Volvo already had the wheels in motion that would change RVI's long time position regarding Mack Trucks. If Mack had to be sold, it should have been to a U.S. company that would reinvigorate Mack Trucks rather than shut it down and make it a mere shell of its former self. If GM and Chrysler (twice) were worth saving, the iconic American truckmaker Mack Trucks was worth saving.

Realistically, those aren't Mack trucks though. From the Volvo VN chassis, Volvo engine and I-Shift transmission to the mountain of Volvo global components and Meritor drive axles, that's a Volvo thru and thru with a legacy Mack cab and hood. Make no mistake about it, those are not Mack trucks.

Just curious, why are you rooting for Volvo (with your fingers crossed) ?

Like so many U.S. cities, Baltimore for decades had an all-Mack fleet of fire apparatus.

Switson Industries during their Peninsula era broadened their options by becoming the distributor for both Diamond T and France’s Berliet during the 1960-1961 period. While profitable truck manufacturing is certainly no easy task, it’s odd that Peninsula also failed as truck distributors for both Diamond T and Berliet, given that Diamond T built a solid truck and Berliet’s severe service truck models should have at least found acceptance with French Canadian logging and mining customers. All of Peninsula’s Berliet truck inventory was shipped back to France by the end of 1961.

Peninsula Diesel was the truck division of Switson Industries, and named after the Niagara peninsula where the company’s Welland truck plant was located in Ontario, Canada. Executives at Switson Industries, a long time vacuum cleaner manufacturer, had decided to diversify and felt Canada’s market for heavy trucks looked promising. Peninsulas were assembled trucks with Cummins and Detroit engines, and Fuller transmissions. However some imported straight-8 Rolls Royce C8 diesel engines were also fitted. Peninsula’s COEs utilized a pneumatic shifting system rather than a mechanical linkage, similar to a Mack N-model with a “Unishift” transmission, with pneumatic cylinders actuating the transmission shifters. After several self-designed COE cab efforts, Peninsula later introduced a new model utilizing the Budd cab (purchased by Ford, Mack and FWD). After trying unsuccessfully to establish a foothold in the truck market, Switson Industries closed its truckmaking unit after just two years. The company had been working on a large order for Cuba, but the Cuban missile crisis in 1962 brought a swift end to that deal. Like so many Canadian truckmakers wanting to profit from Canada’s booming logging and mining sectors, the last Peninsula truck was a 50-60 ton off-highway dump truck.

Some of the first Mack trucks sold to Coca-Cola were EHUs in the late 30s.

Also somewhat unusual, Southeastern Freight Lines of Columbia, South Carolina used to run a massive fleet of Cummins-powered U-700 tractors. Southeastern runs beautiful, well-maintained equipment and is one of the most efficient carriers in the south. http://www.hankstruckpictures.com/pix/trucks/donq/southeastern_mack_u_2.html http://www.hankstruckpictures.com/pix/trucks/donq/southeastern_mack_u.html

These mirrors were produced by long time Mack Trucks supplier Delbar Products (established 1947 and headquartered in Perkasie, Pennsylvania). I thought to point out that in 2008, Spain’s Ficosa International S.A. purchased Delbar (another iconic American manufacturer now under foreign ownership). Ficosa is the supplier to Volvo Truck and Volvo’s Renault brand, and thus since 2008 Volvo's Mack brand. Ficosa has closed Delbar's three manufacturing facilities in Crossville, Tennessee. All manufacturing for North America is now done in Mexico, at Salinas Victoria and Escobedo. While Delbar might have done a run, I doubt that Ficosa would even entertain the thought. And in any event, do you really want Mexican mirror brackets on your B-model?

After speaking about the advanced Preston Trucking Aero Brigadier from 1981, I should mention that GMC engineers in 1982 did a nice job with the Aero Astro, taking a lackluster and aging (1969 vintage) COE cab and giving it a new lease on life with a modern new appearance embodying a high efficiency aerodynamic design (7.14mpg). GMC sold about 500 units in 1983-1984. Features: Collapsible accordion-fold roof air deflector (7' wide x 8' long) with red "GMC AERO" graphicsSide cab fairings(Optional) Urethane fender skirts with cab-entry steps (required the battery box to be mounted between the frame rails and dual 100 gallon, 24" diameter steel or aluminum fuel tanks)Urethane grilleRectangular halogen headlightsUrethane front bumper end caps and air damFive Trucklite flush-mounted rectangular roof marker lamps

Great Coastal ran 250 horsepower Caterpillar 3406B-powered Freightliner FLTs governed at 1600 rpm that delivered superior fuel economy. Absolutely super people across the board at Great Coastal. It was troubling to see the company purchased by Heartland Express in 2002.

The Philadelphia Inquirer / February 04, 1987 A Mack Trucks spokesman said the Allentown United Auto Workers membership had approved a new contract despite opposition from the international in Detroit. William McCullough, Mack vice president for corporate affairs, told United Press International yesterday that members of UAW Local 677 had approved, in a vote Saturday, the terms of a January 18th agreement between local union officials and Mack. The Allentown local, locked in a dispute with the union's international Detroit office, imposed a news blackout Monday on the progress of its talks with Detroit officials. The international, whose approval of contract terms is a required part of the ratification process, opposes the January 18th agreement because of wage and benefit concessions it contends are unprecedented. Before Saturday's vote, Local 677 officials had endorsed the tentative 6-year agreement with Mack Trucks primarily because of guarantees by the company that it would not close operations in the Lehigh Valley during the life of the contract. Mack also had promised job offers at a new truck plant in Winnsboro, S.C. to at least 600 Local 677 members who are laid off or facing loss of their jobs. But within a week after the terms of the tentative January 18th agreement were released, the international indicated it would oppose the contract no matter how Local 677 members voted. Local 677 has called its disagreement with the international a "family" matter and even declined to provide some details about the dispute to Pennsylvania Governor Robert Casey, who went to Allentown on Sunday to try to bring the parties closer. Casey also met with Mack chairman John B. Curcio. Robert Grotevant, a spokesman for Governor Casey, said one of the international's primary objections focused on Mack's refusal to give the UAW an open door for organizing workers at the new South Carolina plant. Wages at that plant are expected to be significantly lower than those at the Mack plant in Macungie, Pennsylvania.

Do you mean that Volvo's ownership of the Mack brand has resulted in a vastly poorer customer experience at Mack distributors? I'm shocked. How could that be? The Swedes told me their way was better.

I believe there is a service bulletin on that. Why don't you visit the service dept. of your Mack dealer and review the older service bulletins.

Always leading the country’s trucking companies in innovation and efficiency, Preston Trucking independently modified unit #2451, a 1980 GMC model J9C064 “Brigadier”, to create a highly aerodynamic road tractor. All modifications were made at the company shop in Preston, Maryland in 1981. The results were phenomenal. Equipped with a mechanically governed 290 horsepower Caterpillar 3406 tweaked by Alban CAT, Preston’s creation averaged 7.5 miles per gallon in regular service, aided by super-single drive tires and aerodynamic rear hub caps. At the Caterpillar-sponsored National Fuel Conservation Challenge in Peoria on September 22, 1981, with the nation’s leading trucking companies participating, Preston’s entry with driver Norman Bennett behind the wheel stole the event averaging 7.63 miles per gallon (The Preston fleet at that time averaged 5.7 mpg). The closest challenger was 6.91 mpg. For the contest, the truck was equipped with a 200 degree engine thermostat, as the philosophy of Preston’s maintenance staff was a warm engine is more fuel efficient. Friction-reducing synthetic oil was used in the transmission and drive axle. The belt-driven engine cooling fan was replaced by three electric fans which could be turned on progressively (individually) for optimized efficiency. The truck’s unique fiberglass aerodynamic hood was designed and produced in-house by Preston Trucking. “Winning the Fuel Conservation Challenge,” said Preston President Will Potter, “is a good example of what we’re trying to do to improve productivity, fight inflation and keep our rates at a reasonable level for the public.” Preston Trucking, “The 151 Line", was one of the finest trucking companies in the history of the United States (despite not having been a Mack customer). Preston people were of the highest character. The Preston slogan, “Our people make the difference”, couldn’t have been more true. Yellow Freight purchased the Eastern Shore-headquartered Preston Trucking in 1993. Yellow sold Preston in 1998 to new owners, who closed the 67 year old trucking company in 1999. .

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Historically, aside from Scania, the formerly Renault-controlled RVI truck unit and Iveco, that is the way the European truckmakers are. Volvo and the Germans truckmakers are a shady bunch.

I hadn't planned on starting a new thread, but "Your Mack Off-Highway Truck Line" appears to be locked now. At any rate, this is a nice forum on the Mack CL-350ST logging tractors built and sold by Mack Canada. http://www.heavyequipmentforums.com/showthread.php?20056-Mack-CL350-ST-logging-truck