kscarbel

Actually, Renault invested in and rebuilt Mack Trucks. Renault virtually gave Mack total operating autonomy (in those days, Mack was superior to Renault in heavy truckmaking). Ask any veteran Mack employee. Acting Mack President Elios Pascual from Renault earned the deepest respect from Mack employees, the likes of which vividly remind of the days of when the legendary Zenon C.R. Hansen ran Mack Trucks.

I appreciate and respect your thoughts. The salaries of U.S. workers at Volvo and Daimler, both foreign companies, do indeed help support a few local U.S. economies. No doubt about it. But you're looking at the small picture, as the bulk of the profits go overseas to Sweden and Germany (This being the inherent nature of a foreign company doing business in the U.S.). Some misinformed individuals feel buying a truck from the two remaining American truckmakers, Paccar (Kenworth/Peterbilt)and Navistar equates to keeping Mexican workers busy. But nothing could be farther from the truth (they might actually be Volvo Truck North America PR employees, charged with monitoring the media for Volvo/Mack-related commentary and deflecting any negative press/commentary). In doesn't take a Wall Street guru or rocket scientist to realize that the profits of U.S. incorporated companies are the pillars of the U.S. economy. Whereas foreign companies like Volvo and Daimler spend considerable amounts of time minimizing their tax exposure in our country so that the vast amount of their profits can go home to Sweden and Germany. If your desire to support foreign countries exceeds your desire to support our own, then by all means, buy a Volvo or Mack-branded Volvo. I'm at a loss as to how anyone can feel that buying a Swedish Mack-branded Volvo is being patriotic toward the United States. Do you feel you're supporting American companies if you were to buy a Toyota or BMW? American-owned Paccar employs 13,000 employees and Navistar 16,900 employees, while Volvo employs just 950 people at Macungie and 1,300 at Hagerstown. It's not hard to see how meagerly Volvo creates employment opportunities in our country. But then again, Volvo has reduced a global icon to a mere shell of its former self. Everyone knows my position on Mack Trucks. I want to see Mack trucks become American-owned once again, even if operating as a subsidiary of Paccar, Caterpillar or Oshkosh. I want to see American trucks dominate our highways again. But let us now set the record straight now on the two remaining U.S. truckmakers, for anyone that says buying a "Kenworth or Pete keep the Mexicans busy" is either grossly misinformed or a Volvo employee. I'm extremely proud of Paccar for their 73 years of consecutive profitability (only Scania compares), and for their tremendous growth in the global market. Not unlike the former Mack Trucks, they have seized the moment on numerous occasions. As displayed by Paccar's savvy purchase of European heavy truckmaker DAF, Paccar is moving forward aggressively and solidly in the global market. Paccar has three plants in the United States and one in Canada to meet the U.S. domestic and Canada requirement (A U.S. company with U.S. employees building trucks for U.S. customers). Chillicothe, OhioRenton, WashingtonDenton, TexasSte. Therese, QuebecPaccar’s DAF unit has three plants in Europe. Eindhoven, the NetherlandsWesterlo, BelgiumLeyland, UKTo support Paccar’s significant success in Australia, the company’s Bayswater plant (near Melbourne) has been producing Kenworth trucks since 1971. Paccar’s plant in Mexicali, Mexico produced trucks for the Mexican domestic market was well as Central and South America. DAF-based Kenworth and Peterbilt medium trucks are also assembled here. To better serve the fast growing Brazilian market, Paccar will open a new DAF assembly plant in Ponta Grossa, Brazil late this year. In short, American-owned Paccar has become a massive global truckmaker to be reckoned with. Navistar operates seven facilities in the United States. While they do build some Class 8s in Mexico (which I of course resent), they remain an American U.S. company with a huge U.S. footprint. Springfield, Ohio - Produces medium trucks, Workstar, PayStar, TranStar and MaxxPro military vehicles (production just shifted from Garland, Texas, the former Marmon plant).Conway, Arkansas - School bus componentsTulsa, Oklahoma - School busesHuntsville, Alabama - Produces the MaxxForce 5 thru 10 (proprietary Navistar designs) and MaxxForce 11 and 13 (the MAN D20 and D26 produced under license).Barton, Alabama - LoadStar refuse truck productionMelrose Park, Ill - Produces DT, Maxxforce 9 and 10 enginesWaukesha, Wisconsin - The all-important foundry critical to any truckmakerEscobedo, Mexico - Produces the ProStar, and trucks for the Mexican domestic market and export.Cordoba, Argentina - 2.5L engines for Land RoverCanoas and Sao Paulo, Brazil - The former MWM plants produces small and medium diesel engines for Latin AmericaCaxias do Sol, Brazil - Produced the set-back front axle 9800i for global marketsAs for Freightliner, their trucks are produced in the United States. However like Volvo, they are a foreign company which I do not support, as their goal is to fully takeover the U.S. truck market and I don't intend to assist them. Portland, OregonCleveland, North CarolinaMount Holly, North CarolinaHigh Point,North CarolinaGaffney, South Carolina

The Mammoet has a hybrid cab, combining the rear half of an F-model with the front half of a DM. But Mammoet had standard cab DMs as well. This truck began life as a DM-611SX and was re-powered with a V-12 Detroit Diesel.

The two Transmosa trucks were factory-built (Pedigreed Mack engineering impresses!). They were delivered in 1974 to Transmodernos of Barcelona, Spain, which later became Transmosa. My understanding is they were F-9976SX models with Mack ENDT866 375hp Thermodyne V-8s. And of course these units all have Mack's signature "Planidrive" 110,000lb planetary hub reduction axles (Mack axles for Mack trucks - No Finnish Sisu axles or other)

And of course, you have the heavies. .

In addition to the Cruise-Liner and Ultra-Liner, even the Mack N-model was no stranger to the global market. I recall a large order of Macungie-built Cruise-Liners with 44 rears for an international customer who requested used (worn out) tires be installed by Mack, as the customer planned to install his own tires upon delivery. The trucks were sitting all over the Allentown Howard Sober storage yard with flat tires. Owing partially to Mack's success in neighboring Iran, Turkey became a huge market for Mack Trucks. Quite a few Turkish Cruise-Liners were ordered with the short 76 inch sleeper cab (as opposed to the more common 90 inch sleeper cab).

First off, you don't 'have" to learn to live with anything. Do you "have" to buy a Cub Cadet-branded lawn mower that is made by MTD instead of International Harvester? No. Likewise, you don't have to buy a Mack-branded Volvo produced by Sweden's Volvo Group. No one cares more deeply about what's happened to the former Mack Truck Company than I. But sadly, that company no longer exists. The Volvo-produced Mack-branded product has no more attraction than any other truck brand. You would hardly be a patriotic American to purchase a Mack-branded truck today given that Volvo is a Swedish company. Within a realistic perspective, I personally support American businesses. I don't care for Volvo, their products and people, nor the way they do business (the Iranians do though). Obviously a truck produced by Volvo Trucks North America with a Mack nameplate is not a Mack truck. The Mack-branded Volvo truck is NOT representative of a Mack Trucks product, The Mack-branded Volvo truck is no longer representative of America. For vocational, you have a Volvo chassis (deceptively rebadged as Mack Cornerstone), with Volvo wiring, fuel tanks and other Volvo global components. Then there's the Volvo engine (D11, D13 or D16) with red paint and a Mack-branded valve cover. Next we have a Mack or Eaton tranny with a Mack front and probably Mack rear axles. No, that's not a Mack truck. It's a Volvo-produced chassis with a few legacy components they acquired from the Mack purchase. For on-highway, today's Pinnacle by Volvo Trucks North America typically doesn't have a Mack tranny or rear drive axles. It's a Volvo truck chassis (deceptively rebadged as Mack Advantage) with Volvo wiring, fuel tanks and other Volvo global components, a Volvo D11 or D13 engine, Volvo I-Shift or Eaton transmission and Meritor drive axles. The only legacy Mack components are (maybe) the front axle, and the cab and hood. These two examples of Mack-branded products from Volvo Trucks North America have a Volvo content (by component value) of 50 to 80 percent. And when the US version of the new Volvo global cab arrives, that figure will rise to 70-100 percent. If you want a Volvo, by all means, run out and buy one. It's not the best truck nor the worst. But never confuse Volvo's Mack-branded trucks with an actual American Mack truck. As an American, I personally feel humiliated that the American truck industry's greatest icon for 100 years, Mack Trucks, "The Greatest Name in Trucks", has become a symbol of Swedish business success.

FM's used to be a common sight in Allentown on their way to Europe. Here's a little more info on the set-back front axle Mack model FM, and a good factory picture of the CAS58 F-model two-man double bunk (high roof) cab option (rarely seen in the U.S. market). .

A few more. Mack's ran from the UK and European mainland to countries throughout the Middle East and Western Asia including Iran, Iraq, Saudi Arabia, Kuwait and the United Arab Emirates.

Note that many of these F-models are V-8s (V-8s being popular in Europe, especially at that time).

No. Volvo has decided to promote the Volvo brand in Africa. At the 2011 Johannesburg Motor Show, every heavy truckmaker was there in force, including M-B, MAN, Volvo, Scania, DAF, UD, Hino, Isuzu and Mitsubishi. The Mack brand was not represented. If you search for Mack in Africa, you are directed to the Volvo Africa website which has no mention of the Mack brand.

Few Americans realize the massive global presence that Mack Trucks once had. Mack established a name for itself from Western Europe to Iran with the indestructible Mack NR series military 6x4s that were left abroad and converted to civilian use (and were operated for decades). As Mack Trucks ramped up international sales in the 1960s and 1970s, Mack products like the legendary F-model (axle forward) and FM-model (axle back) made a name for themselves all across Europe from the UK, Scandinavia, Germany and Greece to the Middle East, Iran and North Africa. If you consider the European trucks of the time including the Volvo F88/89, Scania 1 series, Mercedes-Benz L and NG series, MAN F8 and Fiat 600 series, it is clear that Mack engineering and reliability (what we once called American truck know-how) were superior to all the European heavy trucks offerings. No other truck could match the durability and fuel efficiency of the Mack truck. Speaking of the Middle East, can you imagine the sight of these Mack F-models coming over the desert horizon where literally, there were no roads? It was indeed under these grueling conditions where owning a Mack truck paid off for the savvy operator. For the Mack brand, the epitome icon of America’s truck industry, to now be nothing more than a brand owned by Sweden’s Volvo, this is a massive and insulting step backwards for the America that we, our fathers and their fathers worked so hard to build. My passion for what the former Mack Trucks represented, and our great country, is not about living in the past. Rather, it concerns the present and the future. The alarming trend of increasing foreign industrial ownership in America should concern us all. Volvo owns Mack (and terminated White and GMC).Daimler owns Freightliner, Western Star, Detroit Diesel and Thomas Built Buses (and terminated Ford/Sterling).Fiat owns ChryslerDo Americans want to cast off our industrial might to the history books and allow foreign companies to dominate our industries? Certainly, their core loyalties lie abroad in their home countries. Inherently so, only Americans have America’s best interest at heart. .

I think it must be realized that there are no more Mack engineers. Mack Trucks was acquired by Volvo in 2000 and is now a Volvo Group "brand" (and nothing more). The American icon truckmaker Mack Trucks no longer exists. Every engineer receives a paycheck from Volvo Trucks North America. Every engineer has a Volvo e-mail address (e.g. john.smith@volvo.com). Thus the sad truth be told, Mack-branded Volvo North American market trucks are designed by Volvo engineers.

Actually, get the 1QH number that's stamped on the right front side of the axle (e.g. 1QH5374P2). Your Mack dealer can take it from there.

Why don't you contact Cummins (1-800-DIESELS / 1-800-343-7357) and explain that you want to replace a 300hp model P1525 Cummins V-8. Ask them what other Cummins V-8s are a direct-fit replacement. Don't go up in power and torque though (you don't want to exceed that transmissions torque capacity). Have you contacted the miliary trucks parts suppliers like Memphis Equipment (901-774-0600) and White Owl (Kinston, NC 252-522-2586). They may have new, government-rebuilt or running used.

Bloomberg / March 13, 2013 Daimler’s truck division aims to increase vehicle sales, profit and market share this year on its expansion in emerging markets and demand in Brazil. “The year 2013 will be challenging on the whole and business has been rather sluggish in the first few months,” said Andreas Renschler, head of the trucks unit. “However, in the second half of the year the markets should gather momentum.” Demand in Brazil is expected to increase as much as 10% this year, helping offset a decline of as much as 5% in Europe and a weakening of the North American market by 5% to 10%, Daimler said today. Daimler, the world’s largest maker of commercial vehicles, is lagging behind Volvo and Scania in profitability. The truck unit scrapped plans last year to increase the percentage of earnings before interest and taxes to sales to 8% by 2013 and posted a 2012 margin of 5.5%. To close the gap, the division began a program in June to lower costs by 1.6 billion euros ($2.1 billion) by the end of next year. “The scope for market share gains is limited,” said Marc- Rene Tonn, a Hamburg-based analyst with Warburg Research. “Mercedes might win a little on new models, but I don’t expect great leaps.” Ebit last year fell 9 percent to 1.71 billion euros as revenue climbed 9 percent to 31.4 billion euros, making up about 27 percent of Daimler’s sales. After selling 462,000 trucks in 2012, the manufacturer targets more than 500,000 deliveries in 2015 and 700,000 vehicle in 2020. To adjust production to demand, the company is eliminating 1,300 factory jobs in North America and slashing 800 non- production jobs on a voluntary basis in Germany. The current order intake in North America is a little better than expected, says Renschler. Higher orders in China, Africa, the Middle East and southeast Asia may help balance the lower demand in Europe, he said. Renschler will swap responsibilities with board member Wolfgang Bernhard next month to lead the Mercedes-Benz passenger car division’s purchasing and production operations. Daimler has two joint ventures in Russia with Kamaz, the market leader for heavy trucks. Daimler took a 10 percent stake in Kamaz in 2008 and currently owns 11 percent directly and votes the 4 percent holding of the European Bank for Reconstruction and Development. “We’re talking to Kamaz and aim to increase our stake gradually,” said Renschler “We will not take the majority in the next step, but from a strategic point of view it will make sense someday.”

The first (originial) Mack Trucks-operated modifications center was the building adjacent to the Mack Trucks Allentown factory branch (I was there many times), these operations now being operated by TransEdge.

http://www.transedgetruck.com/Mod-Center.aspx http://www.transedgetruck.com/Company.aspx

The privately run Macungie Modifications Center is doing Sisu planetary hub reduction axle installs for U.S. dealers. They're a factory-installed option in Australia (take a look at the AU Titan spec sheet). The mod center is run by TransEdge Truck Centers, who also operates the former Mack Trucks Allentown factory branch (It was appropriately called Allentown Mack until 2006 when ownership starting buying up other Mack dealers and created the trendy new name for their megadealer). Back in the days of Mack Trucks, the Allentown branch (1407 Bulldog Drive) was a beehive of activity, processing new trucks for Chemical Leaman, Matlack, Air Products, Penske and other major fleet accounts in the area. The adjacent modifications center was also built and operated by Mack Trucks (which was inherently better since it was all one team).

Here's some information regarding your question. Production of the 110,000lb Mack Planidrive planetary hub reduction axles ended with the termination of the off-highway range (Worldwide Equipment took over responsibility for that product).

Volvo entered U.S. market some 38 years in 1974. They signed a few dealers and introduced the F86(US). But not unlike today, they didn’t understand the U.S. market and their launch failed miserably. In 1978, a frustrated Volvo decided to try again. Volvo signed an agreement with Freightliner Corporation under which Freightliner became the exclusive importer and distributor of Volvo trucks in the U.S. market. At the same time, the N10(US) conventional was added, and the F6 and F7 replaced the obsolete F86. The agreement was a savvy move by Freightliner, providing its dealers for the first time with a complete product range from medium to heavy with which to compete in every market segment. But just as Volvo began to penetrate the U.S. market under the experienced hand of Freightliner, the arrangement ended in May 1981 when Consolidated Freightways sold its Freightliner truck manufacturing unit to Daimler, thus cancelling the Freightliner/Volvo agreement. In August 1981, Volvo purchased the assets of White Motor Company (with the exception of the Cleveland, Ohio plant due to its age and large pension fund liability) to regain a U.S. sales network (White had gone into bankruptcy in September, 1980). Still making no headway (or profit), Volvo purchased a majority stake in General Motor's heavy truck division (GMC) in 1987 to form the Volvo GM Heavy Truck Corp. joint venture and the WHITEGMC brand. GM sold its minority stake in the JV in 1997, and Volvo GM Heavy Truck evolved into Volvo Trucks North America. These acquisitions by the Germans and the Swedes marked the beginning of their battle for dominance in the North American market, and the decline of the U.S. truckmakers. Today in year 2013, as a result of a flagging desire to dominate in our own truck market, the majority of heavy trucks on America's roads today are produced by foreign companies.

The versatile Ford D-Series was produced from 1965 to 1981 (when it was superseded by the Ford Cargo). Over its 16 year life, power ranged from 3.97 and 4.15-liter four-cylinder engines and 5.42, 5.95 and 6.22 six-cylinder engines to 7.7-liter Cummins V-8s. Constantly upgraded by Ford UK, the medium to heavy spec Ford D-Series was a common sight throughout Europe. The UK market D-Series and global market N-Series were assembled alongside Ford Transits at the company’s Langley plant in Berkshire, England. Located at the former Langley Airfield, the site was purchased from Hawker Siddeley, previously known as the Hawker Aircraft Company and maker of the Hurricane, Typhoon, Tempest and Sea Fury fighter aircraft. The cab panels were stamped at Ford’s Saarlouis body plant in the German state of Saarland and then assembled alongside Transit bodies at the company’s plant in Swaythling, Southampton, England. .

So you feel its appropriate to pay money to share rare documents, when you're taking time away from work and going through the effort of scanning your rare brochures (on a commercial machine) and posting them so that other's can enjoy them? No, I don't think its morally right to have to pay in order to share. I don't expect thanks or compensation, but nor do I expect to have to pay in order to share.

Barry didn't state the upload limit, but I humbly suggest the limiting of downloads has more negatives than positives. I'm extremely fortunate to have a vast collection of brochures that many people would enjoy viewing (as much as I do myself). Perhaps just one person in a hundred (if that) that such brochures to share. And it's certainly my pleasure to do so. But I don't want to remove my current brochure posts in order to add more. That's rather defeats the purpose of this superb and informative forum. Together, we're building a knowledge base

I talked with Barry (the lead moderator) and now know why I'm unable to load more brochures. For any given member, we are limited to a fixed amount of upload space and I have reached that limit (I get the message "You have exceeded your allotted disk space for attachments"). Barry explained that I could either make a donation to BMT and become a VIP member, or remove some of my current picture uploads. As I feel that people, both newcomers and long-time viewers alike, use this forum as an informational reference (a library of sorts), I feel it would be detrimental to the website if any of us remove our previously uploaded pictures of brochures and trucks. I feel as though I've already made a donation of sorts, taking time out during the busy week to make some high quality scans of now rare brochures, both Mack and other. It's been my pleasure to do so, but apparently that ends here. I have to respect the BMT's system, however I choose not to remove any of the downloaded documents that I've had the pleasure of sharing with all of you.