kscarbel

Quite a few Ultra-Liners were built with Level 4 red interiors as well.

I'm thrilled that Cummins will sell their automotive ISV 5.0 liter 200-275 horsepower (@3200rpm) and 520 to 560 lb.ft of torque (@1600rpm) V8 diesel to Nissan, and is in talks with Toyota. But having said that, I expect the double overhead camshaft 240 horsepower (@3600rpm) and 420 lb.ft. of torque (@2000rpm) V6 diesel from VM Motori to deliver the best balance of power and fuel economy. Both engines ultilize compacted-graphite iron (CGI) cylinder blocks to add strength while reducing weight, and the Cummins is indeed a compact V-8, but ultimately VM Motori's V6 packs quite a punch into a lighter package which equates to greater fuel economy. The VM Motori weighs in at 500 pounds, and the Cummins at 800 pounds. I'd spec the V6 from VM Motori in 1/2 ton trucks, and the Cummins ISV at 275hp in 3/4 and 1-ton trucks........and enjoy the fuel savings.

I couldn't agree more. The Ultra-Liner was extremely advanced in engineering, and arguably the safest COE cab design still to this day. The Ultra-Liner could easily have been developed forward, to remain a cutting edge product in the global COE market. When you consider the Freightliner Argosy 2, Kenworth K200 and International 9800i sold today (in global markets), an updated Ultra-Liner or a totally evolved Ultra-Liner II would be a far superior truck.

This engine is available in 2014 year Grand Cherokees, and will be made available in 2015 Wranglers.

Automotive News / January 7, 2014 DETROIT -- Chrysler Group is scheduled to start building its first salable 2014 Ram 1500 EcoDiesel pickups this month, several months later than originally expected. The automaker plans to begin producing about 1,000 pre-spec versions -- or units not based on dealer orders -- powered by the 3.0-liter diesels sourced from Fiat-owned VM Motori on Jan. 21, said a person familiar with the plans. Those pickups are to be distributed to dealers in February. Dealers are expected to begin taking customer orders for the EcoDiesel-powered pickups next month. Chrysler has said that the EcoDiesel-powered Ram 1500 would enter full production in the first quarter. Last year, Ram officials initially said that the diesel-powered light-duty pickup would be on sale in the third quarter of 2013. Also last year, Ram brand head Reid Bigland said that when the EcoDiesel trucks went on sale, they would account for as many as one-third of the brand's annual light-duty pickup sales. The diesel engine, combined with the eight-speed automatic transmission, produces 240 hp and 420 pounds-feet of torque, and is expected to achieve a highway fuel economy rating of around 28 mpg. Pricing for the EcoDiesel will cost $2,850 more than a comparably equipped Ram pickup with a 5.7-liter Hemi V-8.

And make sure you have the ride height adjusted per Mack service bulletin SB-668-008. http://hr.mckenzietank.com/maint/Bulletins/02-sb668008.pdf

Trouble-free Mack factory-remanufactured cylinder heads are a very wise investment.

If you look closely, you'll see that those are examples of the the Mack-built steel nose DM. They are not the Ward 79 retrofit steel nose for 1988-on DM690s with chassis mounted charge-air cooling (ie. the red DM in the picture above).

21301 Cloud Way, just west of Corsair Blvd. Mack Street and Bulldog Way remain as reminders. https://maps.google.com/maps?q=21301+Cloud+Way&ie=UTF-8&ei=3aPLUpe8GcTJiAeD-4DADQ&ved=0CAgQ_AUoAg

While Allentown models received Dupont paint finishes, Hayward production received Sherwin-Williams paint.

Fiat to Get Full Control of Chrysler Wall Street Journal / January 1, 2014 Fiat SpA said it would get full control of Chrysler Group LLC in a $4.35 billion deal, ending a standoff that clouded the future of both companies. The deal, which helps clear the way for consolidation of the two auto makers, values Chrysler at just over $10 billion, within the $9 billion to $12 billion valuation that banks underwriting a proposed initial public offering had been considering. In light of Wednesday's deal, the IPO will be called off, a person familiar with the plans said. The deal should give CEO Sergio Marchionne, who is the chief executive of both companies, the freedom he needs to further consolidate the companies' engineering and manufacturing operations. But even a combined Fiat-Chrysler will face challenges in a global auto industry dominated by much larger and richer rivals, including Volkswagen, Toyota, General Motors and Ford. Fiat said it would pay the United Auto Workers health-care trust $3.65 billion for its 41.5% stake in Chrysler. The union's trust received the stake as part of Chrysler's government-led bankruptcy in 2009. The trust, officially known as the UAW Retiree Medical Benefits Trust, will receive payments in two forms: a payment from Chrysler of about $1.9 billion and a direct payment from Fiat of $1.75 billion. The trust also will get $700 million from Chrysler to be paid out in four installments. In return, Fiat said the UAW agreed to support "the continued rollout of Fiat-Chrysler World Class Manufacturing programs" and for Chrysler's operations to be as efficient as its rivals. The transaction is expected to close by January 20, Fiat said. The deal puts an end to a more than year long dispute over the value of Chrysler's shares and is a win for Mr. Marchionne. Without an agreement, he would have been forced into holding a Chrysler IPO. Early last year, the trust demanded that Chrysler register its shares for an offering, a right it received as part of an agreement that helped the U.S. auto maker emerge from bankruptcy in 2009. Mr. Marchionne repeatedly has said he wants to own Chrysler outright and had hoped to avoid an IPO by purchasing the trust's shares directly in a private deal. An IPO would have further delayed his plans to merge the companies into a single, global auto maker. An IPO also would have forced the Italian company to rethink its alliance with its U.S. partner, the company had said. Analysts have viewed the trust's demand for an IPO as a way to determine a value for its Chrysler shares. Chrysler in September filed paperwork seeking approval for the stock sale. But the sale, which had been planned for December, was delayed. Fiat said the company and the trust have agreed to dismiss a lawsuit in a Delaware court that was to determine the value of the shares that Fiat wanted to buy from the trust using call options. Those shares now will be acquired by Fiat as part of the broader deal. "The unified ownership structure will now allow us to fully execute our vision of creating a global auto maker that is truly unique in terms of mix of experience, perspective and know-how, a solid and open organization that will ensure all employees a challenging and rewarding environment," Mr. Marchionne said in a written statement.

BBC / January 1, 2014 Italian carmaker Fiat has agreed to buy the remaining 41% of Chrysler it does not own in a move that will create the world's seventh-largest car company. Fiat has owned a majority stake in Chrysler since 2009. The agreement ends drawn-out negotiations with the current owners, Veba, the healthcare trust affiliated to the United Auto Workers' union. Chrysler and Fiat will pay the trust an initial $3.65 billion. Once the deal is signed off, Chrysler will pay Fiat another $700 million.

Flaherty is being replaced by Stephen Roy, a Volvo man that has only been around truck parts since 2008, as Volvo Trucks senior vice president, parts sales and marketing (he's the guy that's been bringing you the those unbelievably high parts prices). From 2002 thru 2007, Stephen Roy was a loan guy with Volvo Commercial Finance. That's it. And Volvo feels these modest credentials are adequate for heading their Mack brand unit??? Now, Volvo has junior Volvo men running the Mack brand.

Transport Topics / December 25, 2013 Mack Trucks Inc. promoted Stephen Roy to president of its North American sales and marketing, effective in January. Roy currently leads Mack’s aftermarket business. He will replace Kevin Flaherty, who will retire in January after 40 years at Mack, the company said in a Sept. 25 statement. The position is Mack’s top executive, reporting to Dennis Slagle, CEO of Mack and Volvo Truck’s North American business (Volvo Group Trucks Sales and Marketing Americas). Mack is part of Sweden-based Volvo Group. Mack brand press release - http://www.macktrucks.com/community/mack-news/2013/stephen-roy-named-president/ .

Note in the forward of the Bulldog magazine that former Mack Trucks employee Kevin Flaherty is leaving Volvo's Mack unit. Flaherty will be replaced by Stephen Roy, a Volvo man that has only been around truck parts since 2008, as Volvo Trucks senior vice president, parts sales and marketing (he's the guy that's been bringing you the those unbelievably high parts prices). From 2002 thru 2007, Stephen Roy was a loan guy with Volvo Commercial Finance. That's it. And Volvo feels these modest credentials are adequate for heading their Mack brand unit??? Well, that pretty much says it all.

Many believe we will see more permanently paired tractors and trailers (as in Europe today), and less drop and hook, in order to optimize aerodynamics to the utmost. http://www.bigmacktrucks.com/index.php?/topic/33287-tractor-and-trailer/

I think it's correct to say that customers have always been looking for durability, reliability, fuel economy, performance and serviceability. From the amount of warranty engine repairs with the EPA2010-spec Volvo D-Series (MP) engines, I don't see them performing any better overall than the others. For some Mack-brand distributors, over 80 percent of their shop repair work is warranty work. And dealing with Volvo on warranty repairs is a time-consuming headache.

The Denton plant is impressive (particularly their painting process). However I don't care at all for the new shared cab. The exterior looks cheap and bland, which coming from Paccar surprises me. Speaking of the Peterbilt version, it doesn't say "Class", the Peterbilt hallmark. They needed a new cab, but the direction they went with that is shocking. The old cab should continue in production for as long as reasonable customer demand warrants. But globally, DAF is performing extremely well as a Paccar unit (the rebirth of DAF under Paccar is a success story) and the MX-13 will prove to be as good an engine in the US market as it already is in Europe.

Volvo has one ambition, and that is to be the world's largest truckmaker by volume. Volvo uses the Mack name in the US market on their Volvo truck platforms so their North American business unit can support their overall goal, knowing that the Volvo brand is still not widely accepted (in the US market). But ultimately, as in every other global market, they intend for all US market trucks to come under the Volvo name. The Volvo "V" in the grille design of the Mack-branded Volvo trucks represents the future. The flaw in the Volvo's obsession to become the world's largest truckmaker by volume is their willingness to sacrifice profitability to reach that goal (which Scania and Paccar, the world's most profitable truckmakers, would never do). So it is indeed possible that a miscalculation by Volvo ahead of a cyclical downturn could very well put the Mack brand on the market as Volvo struggles for cash flow. However, the buyer will need deep pockets as the Mack truck no longer exists. The Volvo platform (chassis) and powertrain will have to be replaced, and finally new cabs. This will all require significant investment. Certainly Oshkosh, for example, has that financial capability. Of course, done right, the rebirth of the Mack truck with modern "game changing" cutting-edge American heavy truck engineering could set the whole truck industry on end.

I can understand why you might assume that. And certainly, the overall performance of all truckmakers varies from year to year. But unknown to many Americans (but certainly no secret), Volvo's ability to acquire Mack Trucks has its roots in the failed merger between Renault and Volvo. Renault became extremely disgusted with their would-be partner Volvo and cancelled merger discussions, however Volvo was able to use that platform and acquire control of RVI (Renault Vehicles Industries) and hence Mack Trucks. Thus, Mack Trucks was a victim of a European struggle between Renault and Volvo. Mack Trucks itself committed no wrongdoing. It was entirely because Volvo wanted to buy up more US market share that the Swedes set their sights on Mack Trucks (having already acquired the market share of White and GMC). Volvo played dirty pool to get their hands on Mack Trucks from the beginning. Volvo met with Marc Gustafson, Mack’s vice president of sales and marketing from 1992, and paid him off to be a traitor for the Volvo cause. Gustafson plotted with the ruthless Swedes at Volvo to conspire against Mack Trucks (the Swedes later double-crossed him – traitors get what they deserve in the end). Gustafson abruptly left Mack in 1996 to become CEO of Volvo Trucks of North America. He betrayed Mack and used his privileged insider knowledge against Mack Trucks to help orchestrate Volvo’s takeover. Note the time period, 1996. This is when Mack lost momentum and direction. At Volvo, Gustafson convinced Volvo Group that with his insider knowledge, he could deliver Mack Trucks into Volvo’s hands. Renault-appointed Mack President Pierre Jocou responded quickly and took a hard stand against Gustafson’s defection (see news article below). But Volvo then used its relationship with Renault (the result of their merger negotiations) to ease the legal battle against Gustafson. Volvo succeeded in replacing the pro-Mack President Pierre Jocou with the pro-Volvo takeover Mack President Michel Gigou. This is why Pierre Jocou's tenure as Mack president, which began in March 1995, ended prematurely in November 1996. From December 1996 thru July 2001, Jocou's replacement Michel Gigou was merely minding store while the Volvo takeover of “the greatest name in trucks” was being negotiated behind closed European doors. Ironically, after Gustafson used his 4 years at Mack to stab the company in the back, he only lasted 4 years as CEO at Volvo Trucks of North America. And then just one year heading Freightliner subsidiary American LaFrance. If he’d been a man with any integrity rather than a callous individual willing to stab Mack in the back for a payoff, Mack Trucks might very well still be operating today, as they had been under Renault with generous independence. _____________________________________________________________ Mack Trucks Sues Former Executive, Says Marc Gustafson Took Company Secrets With Him To His New Job. October 01, 1996 | by ELLIOT GROSSMAN, The Morning Call Mack Trucks Inc. has sued the new president of rival truck manufacturer, Volvo GM Heavy Truck Corp., accusing him of taking company secrets when he left Mack two weeks ago. And Mack has won at least a partial victory in Round 1 of the legal battle involving Marc Gustafson, a former Mack executive vice president. Chief Judge Edward Cahn of the U.S. District Court in Allentown issued a temporary restraining order Friday, forbidding Gustafson from participating in any Volvo sales and marketing activities or from disclosing any Mack sales and marketing information at Volvo. But Mack wanted Gustafson blocked from working for Volvo -- or any Mack competitors -- for at least a year. Mack also asked for damages to be awarded at a trial. At a hearing next Tuesday, Cahn will more deeply delve into the case so he can issue a permanent order. Gustafson served as Mack's executive vice president for sales and marketing for four years until he resigned Sept. 19, effective that day. He then went to work at Volvo GM Heavy Truck headquarters in Greensboro, N.C. Mack sued him last week in Lehigh County Court. But he asked that the case be heard in federal court, and Mack did not object. Mack claims that Gustafson is violating his contract with Mack. In the contract, according to Mack, Gustafson promised to not disclose any confidential Mack information outside Mack. "It would be impossible for him to ignore his knowledge of Mack's business plans as he considers Volvo's business plans and its competitive strategies," according to Mack's lawsuit. For example, the suit claims, Gustafson has knowledge of Mack secrets about its costs and pricing structures. This information, which Mack uses when bidding on large orders of trucks, is known only to select individuals at Mack. Since Mack and Volvo often compete for such orders, Volvo will have an unfair advantage, according to Mack. Also, Gustafson's knowledge about products being developed by Mack will enable Volvo to take steps to respond to Mack's new products before the products are announced publicly, Mack claims. Before filing the suit, Mack President Pierre Jocou sent a letter to Volvo's chairman, asking him to not employ Gustafson, at least until the two sides resolve Mack's concerns.

The Volvo D-Series engines (a.k.a. Mack-branded MP-Series) are decent engines, but much more so in the global market under Euro emissions specs for which they were designed. However, the Volvo D-Series engines do not compare with the offerings from Scania and Benz. When you say all the new trucks are having engine problems (in the U.S.), we all know how right your are. And again, the reason for that is most of the US market engines were (with the exception of Cummins) originally designed for Euro emissions standards and then later adapted to EPA2010, including the Volvo D11/D13/D16 (Mack MP7/MP8/MP10), Maxxforce 11 and 13 (MAN), Paccar MX-13 (DAF), DD15 (Benz OM472) and DD16 (Benz OM473). The principal exception is the DD13 (OM471). It was designed specifically for U.S. market EPA2010, and thus is delivering high performance, durability and low cost of operation.

I said "Mack Trucks is no longer "around". It was purchased by foreign truckmaker Volvo in 2000. Only the nameplate is still around, affixed to North American market Volvo truck platforms". What aspect of that fact do you not comprehend? Those "hard headed Allentown old Mack guys" engineered and built the best trucks that our great country and the world ever knew. Obviously you never had the privilege of working in Allentown - "the truck capital of the world". In your critical statement "an engineer or above and refused to change your old Mack ways", are you suggesting the "old Mack ways" that led to such cutting edge products as the R-model, CH and MH Ultra-Liner were wrong? As the late Zenon C.R. Hansen would say, employment at Mack Trucks wasn't a job, rather it was a way of life. But you understand none of that and thus would not be suitable for employment at the former Mack Trucks. You strike me as a Volvo kind-of-person.

Mack Trucks is no longer "around". It was purchased by foreign truckmaker Volvo in 2000. Only the nameplate is still around, affixed to North American market Volvo truck platforms (that was mentioned above). I don't see any "bright side" to the current situation. For America's iconic Mack brand to be owned by Swedish truckmaker Volvo is shameful. It's always good when our fellow Americans have jobs, but it would be much better if they were employed by American companies that inherently have their priorities in our great country (e.g. rather than Sweden). Förstår du?

They use a Daimler-specific Bosch high pressure common rail fuel injection system. Under the Detroit brand, they call it ACRS (amplified common rail system). Under the Mercedes-Benz brand, it's called "X-Pulse". Bosch and the Cummins-Scania joint venture are the leaders in high pressure fuel injection.

Aside from Cummins, the DD13 (OM471) is the only engine performing well in the US market because it is the only engine that was designed from the onset for EPA2010. All the other engines (with the exception of Cummins) including the Volvo D11/D13/D16 (Mack MP7/MP8/MP10), Maxxforce 11 and 13 (MAN), Paccar MX-13 (DAF), DD15 (Benz OM472) and DD16 (Benz OM473) were designed for Euro-6 in Europe, and then adapted to the more stringent EPA2010 emissions.