kscarbel

Volvo Trucks North America's PR people have been leaving a regular trail of bloopers. Having run off most of the veteran Mack people (for daring to disagree with their new Swede bosses and their thought process), there are few people left that have an intimate knowledge of the former Mack Trucks (and the ones that remain are VERY much looking forward to retirement and life away from Volvo).

Yes, Volvo invested in the former Mack Trucks Hagerstown powertrain facility to change it over to the production of Volvo D11, D13 and D16 engines, and Volvo I-Shift transmissions. Nothing for Americans to be proud of there. So what's your point? Do you think Volvo engines and transmissions are designed at this U.S. Volvo Powertrain production faciity? The fact of that matter is Volvo's core R&D is conducted in Sweden. The media release is a sad affair. The only way the Swedes can present a politically correct twist on matters to an American audience is to dredge up the achievements of the former Mack Truck company. You'd really enjoy hearing the very different way Volvo discusses Mack as a Volvo brand in Sweden and the global market. And sadly, that's all the Mack name is now, an emblem on a Volvo chassis. “For half a century, the heart of every Mack truck has originated in Hagerstown,” said Kevin Flaherty. During that time, the Mack Trucks-owned plant produced Mack engines for Mack trucks. What's your point Flaherty? What's that got to do with the Volvo-owned Hagerstown Volvo Powertrain plant today that produces Volvo engines?

Roger Penske did great thing for DD. He improved quality and introduced meaningful new product (Series 60). That engine by the way is still popular in global markets and a Freightliner Argosy option in Africa and other markets. Thus it was a sad day to see America's DD sold to a foreign company (Daimler). America's industrial shrinks yet again. And now, China's Yuchai is building a revised version of the Series 60 under their name that can reach Euro-6. In a quiet transaction, they paid for the technology.Both Daimler and Jacobs management told me the OM471/472/473 (i.e. DD13/15/16) were designed in Germany by Benz. At the US meeting you attended, you got the politically correct for US market ears speech that it was a joint effort. Nice try but far from the truth. In reality, like Mack Trucks, DD no longer exists. It's now Daimler's US market distribution channel for Benz components (DD hasn't designed an engine in years).

I couldn't agree more. Scania can speak volumes about the emotional draw of the V-8. For a truckmaker in the U.S. market to have the V-8 high horsepower segment all to themselves is a sales manager's dream.

I hear you. What's interesting is if you look at today's leading European trucks, say Scania, MAN and Benz, you will indeed see a good truck that with proper care can last for 10-20 years. But today's Mack-branded North American market Volvo chassis is NOT the Mack product of 15 years ago. It's more like the disposable Freightliner of 15 years ago that you dumped at 400,000 miles (after 4 years) and took a bath in resale value.

Around that time (1999), the sales marketing group realized the importance of the company's signature E9 V-8 as a halo product and requested it be updated. The outcome was the emissions-compliant EUP E-9 V-8, which with a combination of SCR and EGR (the current leading technology), could be EPA2010 compliant today. When given the freedom by enginemakers to be deeply involved in engine (cylinder head) development, Jacobs has the ability to offer stunning engine braking capabilities. That is one reason why the new Mercedes-Benz OM471/OM472/OM473 engine range (known in the US as the DD13/DD15/DD16) have record-setting engine brake performance courtesy of Jacobs engine brakes. Benz actually redesigned the upper end of these new engines, at Jacobs' recommendation, for greater effect. German engineering is to be respected, but for engine braking, they call America's Jacobs. That speaks volumes about how well Jacobs is thought of around the globe. I personally would want a revised E-9 V-8 to have a Jacobs-designed brake.

Volvo had owned Mack for three years when the Swedish company decided NOT to introduce the new on-highway emissions compliant E9 V-8 with Bosch Electronic Unit Pump Injection (EUP), snubbing pedigreed genuine Mack engneering for Swedish design (the upcoming D16). Volvo had the money. Volvo killed the V-8 product relaunch. Mack Trucks is NOT in business today. It was acquired by Volvo Group in 2000. The Mack brand today seen on a North American Volvo truck produced by Volvo Group with (for the time being) a legacy Mack cab and hood.

In 2003, three years after Volvo had acquired Mack, the Swedish company terminated the design program to relaunch the E9 V-8 as a U.S. market on-highway engine (accomplished by upgrading the engine to Bosch electronic unit pump (EUP) injection. Genuine Mack engineering snubbed by Volvo Group, because Volvo planned all along to integrate Volvo global components (i.e. the upcoming Volvo D16 engine) into Mack-branded products (e.g. chassis, engines, transmissions, suspensions (Mack-badged mRIDE = Volvo T-Ride), fuel tanks, ect.). What Volvo has done, reduce a global icon down to a mere shell of its former self, should be a crime.

Fact 1: Hagerstown produced the last E9 V-8 engine in 2003. Fact 2: It would have continued, had Volvo agreed to put the revised E9 V-8 with Bosch electronic unit pump (EUP) injection into production. Volvo just wanted the Mack nameplate. Volvo shut down Mack's engineering development and test center in Allentown because they planned to "take it from here". From 2000 thru the present, Volvo has systematically replaced Mack content with Volvo Group global components. Today's Mack-branded truck is a Swede. Meanwhile, the Mack-Scania V-8 lives on at Scania rated at Euro-6 (EPA2010) with the global standard SCR/EGR combination.

Iveco substantially revised their Powerstar conventional for 2012 down in the Australian/New Zealand market. This is a top notch truck that would be easily adaptable to North American requirements. 6400 Series – 450hp or 500hp Iveco Cursor 13 power. Has a curb weight of just 7500kg (16,535lb) for maximum payload capacity. 6800 Series – 560hp Cursor 13 offering low fuel consumption with GCWs up to 90 tons (198,416lb). 7200 Series – 485hp, 525hp or 550hp Cummins ISX15 power. . 7800 Series – 550hp Cummins ISX15 or 600hp Cummins Signature 15 Selective Catalytic Reduction (SCR) for better fuel economyZF Eurotronic II 12-speed AMT, ZF Eurotronic II 16-speed AMT or Eaton-Fuller 18-speed RoadRangerHendrickson Primaax and HAS series air suspensionsMultiple fuel tank options3 cabs: Daycab or sleeper cab with low or high roofVarious wheelbase optionsABS and ASR (Anti-slip reduction)

Sounds good, a happy ending. $160 per is reasonable. But why in the world would customer service send you to the Mack Museum? That's absurd. It's not like you have an H-model. Ultra-Liners are still on the road. TMI, one of the few independent dealers left that hasn't been gobbled up into one of those dysfuctional dealer groups that represents have a dozen truck brands at half a dozen locations (Of course, Volvo prefers that way so they have less dealers in total number to answer to). TMI used to run a fleet of MH Ultra-Liners in the 1980s.

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While Scania does sell an impressive number of V-8s (because they promote this signature product), their in-line engines are the mainstream. The V-8 isn't just produced and marketed for profit, and to meet the needs ot the high horsepower segment. It's also an extremely important "halo product" for the brand. Mack and Scania for years shared some of the production costs of the V-8 (the block), to realize economy of scale for both companies. But Volvo is a bitter rival of Scania, so they killed the Mack-Scania V-8 at Mack.

I couldn't agree with you more about this signature Mack product that was an essential to the brand.

The question was addressed to Dave McKenna, Director Powertrain Sales & Marketing. The answer was Volvo political. Dave's a Mack man that loves the V-8 product. However his new Swedish boss said the V-8 IS going to be terminated and the Volvo D16 IS going to be the new big power for Mack-branded trucks. What's Dave going to do? Argue with Olof (Persson)? But Dave did get in, " I didn't like the decision then and frankly still don't like it now". That says it all. The fact is, Mack had planned to relaunch the E9 V-8 in 2003 with Bosch electronic unit pump (EUP) injection. Revisions allowed it to meet the latest EPA standards while delivering superb power and fuel economy. However, Mack engineering was snubbed by Volvo Group. Volvo cancelled the pedigreed Mack E9 in favor of the upcoming Volvo D16 (renamed MP10). But the Mack-Scania V-8 lives on......at Scania.

How could I forget San Jose's sharp looking FMs. .

Have Mack F-700, will travel......UK, Asia, Africa and all points in between. This UK-based operator has you covered. .

The Merriam-Webster dictionary defines the "U-model" as "a truck brilliant and revolutionary in design; unparalleled in regional hauling efficiency".

The boys at San Jose prefer Macks Based in Madrid and San Sebastian, Spain, San Jose (Transportes Internacionales San José S.A.) was one of many Mack fleets operating throughout Europe (they had a few Dodge C38T 4x2 tractors, but that’s another story for U.S. readers). In fact, San Jose liked their Macks so much that the bulldog became an unofficial company logo. Established in 1949, San Jose Int’l Transport merged in 2002 with Lopez Transport S.A. to become San Jose Lopez Group (El Grupo San José López), a.k.a."SJL". The fleet began with B-models and shifted to extended cab R- and U-models for regional hauling, and Mack Interstaters (2nd generation F-models) for long-distance hauling. The Mack distributor in Spain was the Madrid-based Distribuidores Mack, S.A. (dealer code 93F) With Volvo Group wanting the Volvo brand assigned to Western Europe, they have chosen not to set the Mack brand up with a new COE for fear of taking sales away from the group’s mainstay Volvo brand. With the disappearance of Mack in Europe, San Jose has been buying Ivecos, Benz, Renaults, DAFs and most recently MANs – but no Volvos.

Germany's massive Linde AG used to get the heavy moves done the "pedigreed" Mack way. .

Ahead of the MC/MR, Mack Australia uniquely offered the MIR model, which used the former Brockway N527 "Huskiteer" cab. How many Americans ever saw an 8x4 Mack MBR, the ideal weight distribution design for long road life? Mack MIR Series Cab (CAR59).pdf

"Down Under", the MCR was offered in many more variations. .

I agree. What a brilliant way for Mack Trucks to target the European brand low cab forward sleepers like the Scania "P" and Volvo "FL" with a very price competitive product. At least in the UK, the MC was called the "Cruise-Hauler". .

The chassis is supposed to be a DM-800SX. It belonged to a heavy hauling firm in Trostberg, Germay (Upper Bavaria) named Uwe Kruck GmbH (perhaps formerly known as Krause). The truck was assembled in 1977. Kruck (or Krause) ordered a Cruise-Liner cab from a German Mack dealer called Bonnes. (I show the Mack distributor for West Germany during the eighties was Bayerisch Transport Union in Munich) A 27-liter 600hp Cummins V-12 was retrofitted in conjunction with the cab installation. From 1980, there is mention of it being operated by a large industrial plant near Hamburg (northern Germany) on-site for its own internal use. The truck is supposed to still exist with a company called Nievelstein in Landgraaf, The Netherlands.

No, I believe that is the White 7000 cab.