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Of the six production RM model specifications, two were not all-wheel drive. 4x4 RM-4004X 6x4 RM-600S 6x4 RM-600SX 4x4 RM-6004X 6x6 RM-6006S 6x6 RM6006SX

This is BIG news. Bill Kozek is a top notch veteran truck man who knows both the US and global markets. For Kozek to leave Paccar after 26 years and join Navistar, plus having Jack Allen* in the picture, I'm feeling more confident about Navistar's future prospects than I've felt in a long time. Perhaps Volkswagen has missed their window of opportunity and this truckmaker shall remain American. *http://www.bigmacktrucks.com/index.php?/topic/30845-navistar-names-coo-as-management-revamping-continues/ I assume that former General Motors car guy Troy Clarke has finally realized he isn't qualified for the job, but is to proud to leave, so he's surrounding himself with some high caliber truck men that can guide him along (I'd still prefer Clarke show himself the door). For Kozek to leave Paccar, Clarke certainly must have given him the world (and then some).

Fleet Owner / May 20, 2013 Truck and engine maker Navistar International Corp. announced this afternoon that it has appointed Bill Kozek president of its North America Truck and Parts business. He succeeds Jack Allen, who last month was promoted to COO. Kozek, 50, joins Navistar following a 26-year career with Paccar Inc., parent firm of both Peterbilt Motors and Kenworth Truck Co. Kozek most recently held the title of Paccar vp and general manager of Peterbilt. “Bill is a recognized and respected leader in the North America truck industry, having successfully run both the Peterbilt and Kenworth truck divisions during his career," said Troy Clarke, Navistar president & CEO. "We look forward to the new perspectives and expanded strategic thinking he will bring to our core North America truck and parts business." "I am eager to be joining this iconic American company at this exciting point in its history," Kozek said. "Troy, Jack and the entire Navistar team are executing an impressive turnaround, and with its new product launches, the company is well positioned to begin winning back market share. I look forward to working with them and our dealers in helping to lead the company back to its rightful leadership position." Kozek will report to Allen and serve on the company's senior leadership team. "I have known Bill for many years and I am thrilled to have a person of his character and industry expertise join our team," Allen said. "His tremendous experience and capabilities, combined with his winning management style, make him the right person to drive our truck and parts business back to the market-leading position in North America." Kozek had served as Paccar vp and Peterbilt gm since January 2012. In that role, he was responsible forall aspects of Peterbilt's U.S. and Canadian operations. He served as vice president of Paccar China in 2011, where he was responsible for purchasing and business development. Prior to that, Kozek was Paccar vp and general manager of Kenworth division, which included responsibility for all U.S. and Canadian operations. He held that position from October 2008 to June 2011. Kozek began his career as an accountant for Peterbilt in 1987 and served in a number of finance roles before moving into operations as a Kenworth parts district manager in 1995. He spent the next 13 years at Kenworth moving through a number of key operational roles with increasing responsibility.

The Mack-RVI EM5 engine was introduced in 1997. Here's a news article about it, and a spec sheet. http://fleetowner.com/mag/fleet_mack_unveils_liter The original E5 launched in 1988 with the CM-400 Mack "Baby 8" at 240 horsepower is related to the later EM5-250/290 engine, but I don't recall the evolutionary details. The idea to offer a smaller and inherently less expensive 10-liter (9.83L) engine in additon to the 12-liter (11.93L) E7 was a sound strategy. Mack RD-694P (EM5-250).pdf

Look at the bumpers. These two trucks have R-model "corporate type" bumpers, not RD-style "swept back channel" bumpers. The steel hood option was available on both R and RD models. More commonly seen in North America on RDs, but a popular R model option in global market severe service applications where the durability of steel over fiberglass offset the added weight. These trucks are right-hand drive, but Thailand plans to switch to left-hand drive in 2014, joining Vietnam, China, Burma, Laos and Cambodia on the right side of the road. Singapore, Malaysia and Indonesia are right-hand drive owing to past British and Dutch colonial influences,

In 1957, the 300 series was launched using the Motor Panels “LAD” cab (dubbed LAD because it was used by Leyland-Albion and Dodge).

Dodge Brothers (Britain) Ltd. had been established way back in 1922. (Chrysler Corp. acquired Dodge Bros. Inc. six years later in 1928) Prior to Chrysler’s takeover of the UK’s Rootes Group in 1965, Dodge Brothers (Britain) produced the stylish first generation 100 series. A conventional cab truck sold from 1949 thru 1957, it was a British design for the British market.

I enjoyed seeing these pictures the other day of steel-nosed Mack R-models (examples of an actual Mack truck) getting the job done with genuine "pedigreed performance" in Thailand for the country’s department of water construction. These photos were taken in February of this year. Back in the days of Mack Trucks, the company’s massive global presence was seen all over Asia. But now, Volvo has removed the Mack brand from the equation. Just as in Western Europe, Volvo Group only wants to sell Volvo brand trucks in Asia. When you remove Western Europe and Asia (now the world’s largest truck market) from the sales equation, the Mack brand then has a very small sales turf. Observe Volvo Trucks North America’s Mack brand website. There isn’t a single Mack dealer in all of Asia now. http://www.macktrucks.com/default.aspx?pageid=9415 When Mack Trucks was in business, the company had a strong presence throughout Asia (above and beyond Australia and New Zealand). Dealer Code Dealer Name Location Country 95G National Development Corp. Karachi Pakistan 96P Tractors India Ltd. Calcutta India 96J Rowlands Ltd. Colombo Sri Lanka 96D The East Asiatic Co. (Thailand) Ltd. Bangkok Thailand 96F Construction Machinery Asia Jurong Singapore 96U P.T. Allbest Jakarta Timur Indonesia 96K Malaysia Tractor & Equipment Sandakan, Sabah Malaysia 96W USIPHIL, Inc. Manila Philippines 96O Chien-Yu Industrial Co. Taipei Taiwan 96R MACE Company Seoul Korea 96G Moylan Motors Co. Agana Guam 96H Morgan Equipment Party, Ltd. Bougainville Island Papua New Guinea Lae Papua New Guinea Rabaul Papua New Guinea Port Moresby Papua New Guinea Worldwide, the former Mack Trucks had 110 global sales locations. Volvo Group’s Mack brand today has just 39. Given the overwhelming popularity of cab-over-engine (COE) trucks in the global market, and Volvo’s ongoing decision since its acquisition of Mack Trucks in 2000 NOT to sell an international market Mack brand COE, a product that Daimler, International and Paccar do offer*, it’s crystal clear that Volvo Group wants the majority of global markets to handled by its Volvo brand. No Ultra-Liner II is in the cards. Volvo has shaped their Mack brand into just what they want, a niche player for a handful of global markets. Which is why I say, Volvo has reduced a global icon to a mere shell of its former self. * Freightliner Argosy II, International 9800i and Kenworth K200 .

Here's are examples of International Harvester Australia's version. Both the Dodge D5N and Aussie International A-Series were sold thru 1979. .

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The Australian-market Dodge D5N range, from the 200 series pickup to the 700 series heavies, was produced thru 1979. While it may at first look odd, it had U.S. roots. The D5N shared the same cab and chassis as the Australian-market International AB, C and D series trucks, which itself was based on the U.S. market International A-line. Chrysler Australia produced the International cabs in Adelaide, and International Harvester Australia produced the chassis at Dandenong (Victoria). The 185 horsepower version of the Cummins VALE V-8 (210E) produced at the Chrysler-Cummins joint venture plant in the UK was offered as well as the 195hp Detroit Diesel 6V-53N and 216hp 6V-53H (standard on 6x4 chassis). .

Bloomberg / May 17, 2013 Navistar International Corp. said it sold its recreational vehicle business to Allied Specialty Vehicles Inc. No terms were disclosed. (Navistar's RV business, the former Monaco Coach Corp., produces the Holiday Rambler, Monaco and R-Vision brands in Wakarusa and Elkhart, Indiana.) Navistar is concentrating on its main business “and the sale of Navistar RV represents another important step,” said Chief Operating Officer Jack Allen. Allied Specialty Vehicles, based in Orlando, Florida, also entered into a leasing agreement for the Navistar recreational vehicle plant in Elkhart, Indiana. The sale doesn’t include Bison Coach, Navistar’s horse trailer manufacturing business. http://www.navistar.com/navistar/globalportfolio/products/rv

The global efforts of Chrysler International can't be understated. Trucks under the Dodge, Fargo and Desoto brands were sold throughout western Europe as well as Argentina, Australia, Colombia, Mexico, Peru, the Middle East, the Philippines, South Africa, Turkey*, and Venezuela. *Note: The Fargo and DeSoto names continue to be used today by Askam in Turkey, Chrysler's former partner. .

Originally designated as the Dodge K Series (and nicknamed the "Special K" by many customers), the Dodge 500 was a class 6/7 truck developed in the early 1960s by Chrysler's UK unit, Dodge Brothers (Britain) Ltd., for the English and global markets. Introduced in 1964, the Dodge 500 (K Series) remained in production until 1980. Smaller than Chrysler’s upcoming heavy Dodge trucks that would be produced by its Barreiros Diesel subsidiary in Spain, the “500” was branded as a Dodge in the UK, and Fargo or DeSoto in global markets. The truck was engineered in Kew, UK and the cab was designed by Ghia in Italy. Right hand and left hand drive 4x2 Rigids - 15,000-36,000lb GVW 6x4 Rigids - 40,000-48,400 lb GVW 4x2 Tractors - 40,000-67,000lb GCW *The European name for a straight truck Chrysler International wanted a Chrysler-made diesel and Cummins agreed to a 50/50 joint venture. Chrysler-badged Cummins V6 and V8 engines were produced in Darlington, County Durham, UK (Cummins remains there today). The engine’s auxiliary components including air compressors, fuel pumps and injectors were assembled in the UK as well. The Chrysler/Cummins engines, known as the VAL (V6) and VALE (V8), were all-new designs developed by Cummins for Europe. But Cummins hadn’t been able to justify the European market investment until forming the partnership with Chrysler. Engine options: Perkins 6-354 5.8 liter in-line 6-cylinder Bore x Stroke (inches) 3-7/8 x 5 120hp @ 2,800rpm 260ft.lb @ 1,750rpm Perkins V8-510 8.36 liter V-8 Bore x Stroke (inches) 4-1/4 x 4-1/2 185hp @ 2,800rpm 398ft.lb. @ 1,650rpm Cummins VAL 5.77 liter V-6 Bore x Stroke (inches) 4-5/8 x 3-1/2 130hp @ 3,000rpm or 140hp @ 3,300rpm 248ft.lb. @ 1,800rpm Cummins VALE 7.7 liter V-8 Bore x Stroke (inches) 4-5/8 x 3-1/2 170hp @ 3,000rpm or 185hp @ 3,300rpm 328ft.lb. @ 1,800rpm Note: The Cummins V-555 was derived from the VALE, with a longer 4-1/8” stroke. .

How can Detroit Diesel be celebrating its 75th anniversary when it no longer exists. The company was acquired by Daimler Corp. in 2000. The terms "Detroit" and "Detroit Diesel" today are now simply brand names of Daimler Corp. (that's per Daimler). Following in the footsteps of Mack Trucks, Freightliner, Sterling and Western Star, Detroit Diesel represents yet another global icon from the United States that is now owned by the Europeans, more humiliating proof that America no longer has the ability to compete and lead in our own domestic truck market. I can't blame Roger if he decided to get out of the engine business, as that's his call (although I wish he hadn't). But I do wish that Detroit Diesel had been acquired by a U.S. truckmaker, and thus remained an American entity. It would have made sense for Navistar to acquire Detroit Diesel rather than build the MAN D20 and D26 engines under license.

If you want a show truck appearance, one of the finest tire dressings available is Eimann Fabrik Black Opal Professional Gloss Dressing.

After Renault acquired the European Dodge truck unit in 1981, the 100 Series became the Renault Commando G16. .

Chrysler’s investment in the UK’s Rootes Group in 1965 served as a catalyst for the stalled British company to get new designs off the drawing board and onto the assembly line. The first result was the Dodge 100 Series Commando, a design by Rootes Group subsidiary Commer Cars Ltd. to replace the 8-24 ton Commer VC and CE range. Launched in 1968, it went on to be sold worldwide (except for North America) for fifteen years under the Commer, Dodge, De Soto, Fargo and Renault nameplates (after Renault purchased Chrysler’s European truck unit) and was Chrysler’s best selling truck in Europe. Chrysler did consider selling the 100 Series in the U.S. market, but the cost to homologate it to meet U.S. Federal Motor Vehicle Safety Standards versus forecasted sales volume was unattractive. In 1967, Chrysler took full control of Rootes Group. Initially the Commer, Dodge, and Karrier brands remained, but the Dodge name was standardized by 1970. The Dodge 100 Series was designed to compliment the larger 500 Series. With three different cab widths and heights, the 100 Series was offered as a rigid (straight truck) from 7.5 to 16 (short) tons (15,000-32,000lb), and 24/28 ton (48,000-56,000lb) tractor. Later a 24 ton (48,000lb) 6x4 vocational chassis was launched. The highly successful Ford D Series, a new game changer with low price and curb weight, and the Bedford TK, were used as design benchmarks for the Dodge 100. Originally, the favored powertain options were Perkins, Rootes Group’s own TS3 and TS4 diesel engines and Cummins. But later Rootes’ engines couldn’t meet the latest UK noise regulations. And because Chrysler had global ambitions, the fact that Perkins wasn’t a well known brand was a concern. Finally Daimler was contacted to supply their well-known and proven 5.7-liter 6-cylinder 126-192 horsepower OM352 powerplant. Perkins 4.256 naturally aspirated 4-cylinder Perkins 6.354 naturally aspirated 6-cylinder Perkins T6.354 turbocharged 6-cylinder Mercedes-Benz OM352 Perkins V8.540 Over time, a variety of engines from Caterpillar, Detroit Diesel, Deutz (air-cooled), Mitsubishi and VM Motori were also trialed but not considered for production. A redesigned and significantly better looking “Commando 2” was launched in 1974. Rootes Group’s own proven synchronized four, five and six speed transmissions were chosen, paired with Rootes Groups’ own hypoid axle, and Eaton’s single and two-speed axles.

The UK's VERY short tractor wheelbases make maintenance more of a hassle. I call them a Chinese six because China is the most popular market for them today (tractors and straight trucks). Pulling a clutch is no issue today, with tilt cabs and typically twin-steer axle spacing of 1900mm to 2100mm (6.23 to 6.89 feet). In on-road operation, a 6x2 twin-steer tractor provides you with 90 percent of the abiity of a 6x4, with lower purchase and operating costs, and reduced curb weight for greater payloads. True, you can't lift that second steer (auxiliary) axle, but most people run loaded all the time anyway (the exception being the petroleum haulers who might lift a conventional 6x2 tractor's tag axle when running empty back to the oil terminal, but the 6x2 twin-steer would still save them money). .

The Chinese six concept began in the UK (please correct me if I'm wrong BC Mack). I like them as well. It's a brilliantly simple way of better distributing truck weight for longer road life. I can't understand why it hasn't been tried in the US. Maneuverability is quite good. The Chinese 6x2 or 8x2 designs offer safe and efficient transport at a lower purchase price. For operators that stay on-road, you'll have no complaints.

Absolutely. Call a spade a spade. Volvo should stop insulting the proud name of the former Mack Trucks by selling what amounts to being a Volvo with a Mack nameplate on it.

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The Class 8 Dodge 300 Series trucks produced by Chrysler Corporation’s *Barreiros Diesel subsidiary in Spain were exported to the UK in right-hand drive configuration. The popular engines were the proprietary Barreiros 209 horsepower 9-liter (9.348) model BS-16 and 266 horsepower 12-liter (11.946) model BS-36. *Chrysler had purchased Spain’s Barreiros Diesel S.A. (and England’s Rootes Group) to form the European truckmaking arm of Chrysler International.

France and Germany .

Spain .