kscarbel

Very Nice Pics & though I know it's the Gospel truth , the more I hear What V%$*O Is doing to my name sake the more Redneck I get about it . Herb Ketter (H K On BMT) Said it best on a Facebook post in a Mack group there "@ least when Renault owned Mack they let em do their own thing."

I Hate the new master the bulldog has & just hope the bulldog winds up like so many other American companies the 5 LETTER CUSS WORD THAT STARTS WITH "V" & ENDS WITH "O" has done to them & slowly killed them off like GMC another truck I made quite a bit of money w/ next to Mack & Autocar. Or reduced them down to hardly nothing (like AutoCar now just a lonely low cab over garbage truck) or rebranded other (like Ackermann excavators or Champion graders )

That is the fact, "when Renault owned Mack, they let them do their own thing".

Those Madrid H-model Macks. The Spanish knew a good truck.

Some Scanas from Englishtown. The one was a truck on tour here.

Cheers, Rob

A couple of impressive 2 Series Scania cabovers. Thanks for posting. Scania don't wear out, they just age with grace.

Who knows more about the peculiar CCC model DHT-704 sold in the U.S. market?

.

The story goes that the latter part of the order got stuck at CCC in 1978 when the Shah of Iran lost power. Some Israeli businessmen heard about the trucks without a home at CCC and imported them to Israel.

.

Many of the low cab forward MB/MC-like E-series were sold in global markets and were a common site in New Zealand.

A fleet of 600 horsepower (Cummins KTA19) 6x6 K-Series (K2358s) with 6-speed Allison trannies.were originally sold to Goodyear Aerospace in 1986 and later turned over to the U.S. Air Force. They transported ballastic missile sections and had a rated GVW of 125 tons.

The G-Series was targeted at the oil field sector.

The MHs had acceptable air conditioning. The last ones had Red Dot while the earlier ones had, I remember the vendor code was 3230 (I think the vendor name was Signet). If you remove the passenger seat and underlying HVAC housing cover plate, I believe there's a schematic adhered to the bottom of that cover.

Make sure the intake filter at the front outer corner of the HVAC housing isn't clogged. You can buy new filters if they're damaged.

Mack Trucks and Brockway weren't the only U.S. truckmakers aggressively pursuing Iran's truck market in the pre-revolution days. Crane Carrier Corporation was selling an export model COE in the country. Does anyone know the model number?

Note the two different grille configurations.

.

Dodge didn't actually get out of the class 8 business right away. Production continued in Mexico utilzing D-series cabs until 1999 (After buying Chrysler in 1998, Daimler didn't want Dodhe trucks competing with their own in Latin America).

Note the raised cab mounting and resulting need for a filler panel under the front grille and elongated front fender panels.

And of course, note the externally-mounted air cleaner, vertical exhaust and step tanks.

.

The short-nosed fiberglass hood “Hi-Cab” Big Horn 900 was to have replaced the aging steel hood CN/CNT900 (at least for on-highway applications) in the 1976 model year, had Dodge not decided to terminate heavy truck production in 1975. Two prototypes were built, with Cummins and Detroit Diesel power, and both trucks still exist today.

Press Release:

Dodge Truck Operations, Chrysler Motors Corp., Detroit, Michigan, now has two Big Horns: the Big Horn 950 long conventional introduced in 1973 and --- now for 1974 --- the Big Horn 900 conventional.

Scheduled for production at Dodge's Detroit Sherwood Truck Plant, it will be available with wheelbase range from 134 in. to 212 in. and GVW range from 28,000 to 60,000 lb.

With power ratings between 230 and 350 hp, engines available for the Big Horn 900 include Detroit Diesel Allison's 6-71N and 8V-71N plus Cummins diesels NH 230, NTC 250, 270, 290 and 350.

Dodge Says the Big Horn 900 will meet all government regulations for airbrakes and noise control when introduced. The Big Horn 900 will have Rockwell-Standard's Skid-Tool computerized brake control system. To help meet the brake regulations, Dodge added beefed up brakes, hubs and drums, increased power input to the brakes and suspension capacity.

To comply with BMCS interior noise regulations, Dodge includes improved insulation and seating.

Insuring the Big Horn's ruggedness and longevity, Dodge builds the 900 cab of heavy gauge reinforced steel, sets it on 110,000 psi straight frame rails and connects cross-members with grade-eight bolts, locknuts and large washers.

The 900, like the 950, has a forward tilting, reinforced fiberglass front end. The Big Horn ornament identifies the 900 and serves as a handle when tilting the front end.

Under the hood, Dodge's attention to serviceability is seen in a design that has all wires color coded for easy tracing through protective plastic tubing, supported by insulated chassis clips, and connected by bolt-eyelets. Electrical connections are gathered in two groupings. Five fusible links, circuit breakers and relays are positioned on engine compartment firewall and inside the cab on the back panel. Both groups are protected from dirt and grime with durable ABS plastic covers.

Inside the cab, a newly styled, integrated RCCC instrument panel and glove box are standard. Also standard is an interior trim molded of ABS plastic with insulated backing. Interior cab options include a high-line trim package with color keyed door trim panels, carpeting and soft, padded vinyl headliner inserts and back trim panel. Other options are integral air conditions, AM or AM/FM radio with twin speakers, tape deck, and power steering.

.

Volvo on Monday introduced its updated FMX vocational truck in Munich at the Bauma International Trade Fair for Construction Machinery, Vehicles and Equipment, Building Material Machines and Mining Machines. The FMX was originally introduced in 2010.

The latest FMX features an array of updates including a totally redesigned cab interior, new air suspension system, raised ground-clearance and Volvo Dynamic Steering (as does the new on-highway FM).

Designed and produced by steering system supplier ZF Lenksysteme, the Volvo Dynamic Steering system adds an electronically controlled electric motor to the steering gear, which retains hydraulic power assistance.

Attached to the steering shaft, the electric motor has a maximum of 25 Nm (18lb.ft.) of torque and is regulated thousands of times per second by an electronic control unit.

The system is designed to give additional assistance at low speeds, reducing strain on shoulder and arm muscles. The system provides self-centering action in reversing maneuvers. Conventional truck power-steering systems require constant steering correction over heavily cambered roads and when driving in cross winds. The Dynamic Steering system automatically compensates for these conditions, allowing the driver to steer straight ahead. The system also reduces the steering correction needed when driving over surface cracks and potholes.

A friends scania. This truck gets used daily, it is a pretty good truck. The only thing that stinks is the 62 mph top speed. The air clutch is a little hard to get used to, I only drive it once in a blue moon. Plus, I can never figure out what the switches do, they are very odd looking.

Thanks for the post. An 1985-87 vintage Scania “2-series” (2nd generation) with an 11-liter DSC11 (probably the 308hp for this vocational application), still in operation in year 2013 over 26 years later.

Scania trucks provide customers with high productivity trucks offering low fuel consumption and maintenance costs. They're arguably the finest heavy trucks engineered today.

.

.

This is news because Chryster has repeatedly mentioned their interest in bringing back the Dodge heavy truck brand. A ready and willing candidate for the North American market is the impressive conventional cab Iveco PowerStar, complimented by the Eurocargo COE in the medium and heavy medium truck range.

Reid Bigland has been named president and CEO of the Ram Truck Brand, Chrysler Group announced. .

Bigland was president and CEO of the Dodge Brand.

Bigland came to Chrysler in July 2006 from Freightliner.

GM to bring new mid-size trucks to market in 2014

The Detroit News / April 16, 2013

General Motors Co. will bring its all-new midsize trucks to market next year and likely will show the vehicles in the fall, GM North America President Mark Reuss said Tuesday.

Reuss, speaking at the Dawda Mann annual Automotive Industry Breakfast, said the new midsize trucks will launch next year.

"Don't think of them as Canyon and Colorado replacements because they're not," Reuss said.

Last year, GM ended production of the Chevrolet Colorado and GMC Canyon trucks at its Shreveport Assembly Plant in Louisiana.

Reuss said GM expects to target the midsize Chevrolet truck as a lifestyle and sport truck, while the GMC midsize truck will have "95 percent duty cycle of big Sierra with a lot more fuel economy."

The marketing strategy also will be different, Reuss said.

"We're going to really target different buyers with these two trucks," he told reporters after his speech. "We'd love to have a truck like a Chevrolet midsize truck go really attack the West Coast with a lifestyle truck that is really beautiful and fun. It's a different positioning than a semi serious duty cycle truck that we might do with a GMC Canyon."

Reuss also said the midsize trucks would offer better fuel economy, giving customers a clear choice over the larger full-size trucks. Reuss said they would not share powertrains with the larger trucks.

When asked if it's possible the midsize trucks would offer a diesel variant, Reuss said the company was looking "at all that right now."

Reuss said it's possible the new midsize trucks may get new names because they are so different than GM's Colorado and Canyon.

"We're researching the names as we do any new products to see where the legacy names are, do they mean something to people," Reuss said.

The new midsize trucks will be built at GM's Wentzville Assembly Plant in Missouri.

Reuss said the new midsize trucks, coupled with the all-new 2014 full-size Chevrolet Silverado and GMC Sierra that are launching soon, will give GM a truck lineup "that's unmatchable in the industry."

Finally, a truck guy in the upper halls.

I’ve no use for the new CEO Troy Clarke, a former GM car guy that would serve Navistar best by heading out the back door as Ustian did. Clarke is WAY over his head.

Jack Allen impresses:

January 2004 thru today - President of North America Truck & Parts

President of the Engine Group

2002-2004 - Vice President and General Manager of the Parts Group

2001-2002 - Vice President and General Manager of the Blue Diamond Truck Company

1997-2001 - Assistant General Manager of International’s Heavy Vehicle Center

This man has bona fide truck credentials. I like the realistic and no-nonsense way he responded in this interview last last year.

EXCLUSIVE: One on One with Navistar's Jack Allen

Today’s Trucking / Nov 11, 2012

TORONTO — This week will see a major moment in the 'new' Navistar's history: the first International ProStar+ tractors with Cummins ISX15 power will come off the assembly line. That is, of course, red engines with selective catalytic reduction (SCR) aftertreatment, not MaxxForce 15s with exhaust gas recirculation (EGR) alone. The Cummins re-entry into International trucks follows Navistar's decision this past summer to give up on its troublesome EGR-only technology path.

"The plan that we've laid out over the last few months has come to fruition," said Jack Allen, Navistar's president, North American Trucks and Parts, in an exclusive interview with Today's Trucking. Joining him for a sit-down chat with us last week was Mark Belisle, president of Navistar Canada.

"The first 15 ProStars with the ISX engine will come down the line next week, which is what we committed to back in July," said Allen, who first joined the company in 1981 as a design engineer. "It's very important for us. We haven't been great at this, so it's very important to us as we hit this re-set button that we achieve milestones and hit those commitments."

"On the product side, the first thing we had to do when we made the decision last summer to switch technologies was to make peace with the EPA [Environmental Protection Agency]," Allen continued. "We had to get our current 13-liter engines and the credit situation and all that ironed out. So we worked through that and we got that done. That was the first thing we had to do.

"The second thing we had to do was an agreement with Cummins and we signed on July 29th a memo of understanding with them. We said we'd have the definitive agreement done by Nov 1 and we finished that on Oct 27.

"The next thing was production of the ProStar with the ISX, 15 of them, with another 285 of them coming in the last three weeks of December. Those 15 will be sellable units but we'll see what we learn at the plant and take a couple of weeks to get things ironed out before we send more down the line. Come January it will be full, open production of the ProStar with the ISX engine. That's our high-runner product. So the next step is the 9900 and the 5900 [with the ISX15]. The 9900 will get the ISX15 in April, the 5900 in June."

"That's a critical piece for the Canadian market," added Mark Belisle. "The on/off-highway market, the logging market, that's a business we haven't really been in for the last couple of years. This is really critical to western Canada and Quebec."

All of that is well on track, we were told, which will complete the 15-liter lineup.

"We signed a long-term strategic agreement with Cummins and they're going to be our 15L partner for as far as we can see right now," Allen said. "It was two phone calls and two dinners and we had the deal done. True story. We had our memorandum of understanding complete."

The two companies are hardly strangers, having done business together for 75 years.

"The reality," added Allen, "is that even while we didn't do business with them for the U.S. and Canada over the last few years, in 2011 we bought 11,000 Cummins ISX and ISM engines that we sold in Mexico and Latin America. So we had Cummins ISX engines in ProStars in 2011. They just happened not to be sold here but in Mexico."

And what about the 13-liter MaxxForce 13?

"We have the ability to sell the current version, the EGR-only version, in the marketplace right now," Allen explained. "Then we will add SCR to that unit. We selected the Cummins SCR aftertreatment system to put behind our engine.

"It's a proven system in the marketplace. We can go to customers and they understand that they're not testing a new technology with us. We're leveraging an existing proven technology... Again, we'll begin production in the March/April time period for the 13-liter with SCR in the ProStar. And then throughout the summer we'll introduce the 13-liter into the other models.

"So by summer of next year we will have done a complete transformation of our product line for the U.S. and Canada," Allen said.

"The adaptation of SCR to International vehicles is not a huge leap in technology or engineering knowledge. It's been done in the industry, it's been done around the world, and we've done it. For example, all of Ford's medium-duty vehicles in the U.S. and Canada have been all SCR since 2010. We did the engineering, we did the purchasing of those components, and we're doing the manufacturing of them every day in the same plant the ProStar's going to be in. So we believe this will be a flawless transition. We've got a lot of experience."

Asked how International dealers have weathered the difficulties of the recent past and how they'll move forward, both Allan and Belisle stressed that the company and its dealers are partners with a common purpose.

"The best thing we can do with the dealers right now is focus on the future and focus on them being our partners in the launch of these products" Allen said. "So we have a product advisory board process with the dealers and they fully support out new product strategy, I would say, without hesitation."

"The importance of the parts and service component of the business has been immense for Canadian dealers," said Belisle. "That business has been strong.

"They continue to invest. We've got Don MacAdam in Edmonton putting up a new facility on the south side of the city. Kevin Tallman of Tallman Truck Centers has taken over the Toronto area and is putting up a new facility in Oshawa. Richard Wilson [of Richwil Truck Centre] is building a brand new 20,000-sq-ft facility in Fredericton. So the dealer network continues to expand and through all of this has continued to be profitable."

Navistar has named Jack Allen as its No. 2 executive as the truckmaker continues to revamp its management.

Allen, 55, today was named executive vice president and chief operating officer, effective immediately, Navistar said in a statement.

The company last month namedTroy Clarke, 57, as chief executive officer, effective yesterday. Clarke, a former General Motors executive, joined Navistar in 2010. James Keyes, a board member since 2002, became non- executive chairman this week.

Navistar is trying to end losses. Navistar ousted Dan Ustian as CEO in August after an inquiry from regulators about its accounting and disclosures.

Lewis Campbell, a former Textron CEO, took the helm as interim head of the company before yielding to Clarke.

Navistar’s net loss for the November- to-January fiscal first quarter narrowed to $123 million from $153 million a year earlier, the company said last month.