kscarbel

Don't forget RMs are all-wheel drive

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

umodelnut, on 20 May 2013 - 09:24 AM, said:

Nice RD! I can say I've driven one of them, because I have.

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.

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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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.

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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.

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Thanks alot Roger traitor Penske

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.

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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 concept of the 'Chinese Six' goes back to the 30's in the UK... as mentioned, it was an easy way to balance axle loads and prevented front axle overloading which was its main advantage.

There was a revival in the late 60's when used in tractor units, legislation was pending to align UK and EEC regs but on five axles and for this the manufacturers thought it was easier to pre-empt with the Chinese Six tractor rather than a three axle trailer..

the legislation never came and the production ended quickly... it took many years before UK and EU weights were married.

I worked on many of these POS short tractors, no room to work, imagine doing a clutch on a fixed cab cabover with a steer axle right under the tranny...!!

Scammell seemed to have a big market as I remember many used by Shell and BP Oil... even Bedford utilised the concept in their front engined VAL coach.

the four axle on a rigid frame, twin steer with one and sometimes two drivers was built in great numbers as at 30 ton vs. tractor-trailer 32ton it served the "tipper" industry well, dump truck in American parlance..

Why "Cinese Six"? well, in the politically incorrect past it was a tongue in cheek reference to Chinese writing "backwards", which is what the axle relationship was to a normal three axle "lorry".....

BC Mack

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).

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On 5/14/2013 at 6:07 PM, RFCDrum said:

I like the 'Chinese Six' in the first pic.

Cheers, Rob

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.

So if Volvo dropped the Mack name and branded everything as VOLVO, you would be okay with that???

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

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Spain

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