rainyday128

Paccar to build $400M engine-making plant Puget Sound Business Journal (Seattle) - 9:45 AM PST Wednesday Paccar Inc. said it plans to build a $400 million plant in the Southeast United States to build engines for its Kenworth and Peterbilt trucks. Construction on the 400,000-square-foot facility will begin later this year and should be completed in 2009, officials at the Bellevue-based truck maker (NASDAQ: PCAR) said in a statement. They didn't specify exactly where the plant would be built but said they're working with "several states." "Offering a Paccar powertrain to our North American customers will provide additional choices in their vehicle specifications," said Jim Cardillo, executive vice president, in a statement. Paccar now equips its Kenworth and Peterbilt trucks with engines made by either Cummins Inc. of Columbus, Ind., (NYSE: CMI) or Caterpillar Inc. of Peoria, Ill. (NYSE: CAT)

Maybe I missed something. Before Volvo, what Mack model was the twin steer, tridem, 300" wb sleeper winch truck that they sold to all their traditional oilfield customers? Mack's previous owners -- Renault, Wheelabrator Frye, and before that the Signal companies - mainly milked Mack for its cash flow and never invested much into it. Volvo is investing more money into Mack facilities and Mack product than all the ones before did put together. What's the problem with that?

Where is the Mack Museum these days? I drove past the building in Macungie on Rt. 100 Sunday and got a shock -- it's not the museum any more. I thought Mack owned that building. It had such a neat look for a truck Museum. Never was inside it however...

Ain't NOTHIN like the sound of a Mack V-8 with straight pipes. Will someone please post a soundbite of a decent ENDT865 or ENDT1005?

I miss your point. Why do you avoid 1999 Macks. That was before Volvo had anything to do with Mack. Why don't you just avoid Advantage chassis and MP7 engines?

here are a coupla others Inline's END672 4 7/8 x 6, 672 CID, Lanova Injection (indirect), 150 HP END673 4 7/8 x 6, direct injection (15% improvement in fuel econ), 170 HP END673E 180 HP ~1968 END711, 5 x 6, 707 CID, 211 HP, LATE '60'S ENDT673 672 CID, First Turbodiesel in US, 1955 225 HP ENDT673C 250 HP included piston cooling nozzles, oil cooler ENDT675 237 Maxidyne, first high torque rise (5-speed) 906 TQ, still 672 CID, 1966 ENDT676 '300 Series Maxidyne' 285 HP, world's first air to air intercooled diesel, 1973 (engine mounted intercooler using tip rurbine fan) ETAZ673 315 HP Econodyne (conventional torque rise) E6-350 350 HP Dual stage intercooling, water to air plus air to air, conventional torque rise ..... V-8's END864 5 x 5 1/2 864 CID, single plunger pump, 255 HP, 1962 ENDD864 fleet motor derated ENDT864 300 HP twin turbo ENDT865 5 1/4 x 5, 866 CID, 8 plunger pump, V-8 Maxidyne (high torque rise), all new motor with revised bore & stroke, 325HP@2400, single turbo, 1970 ENDT866 866 CID, 375 HP @ 2200, Thermodyne, (conventional torque rise), 1971 ENDT1005 5 3/8 x 5 1/2, 998 CID, 1976, 360 Maxidyne E-9 450 Maxidyne 998 CID, radiator mounted air to air, 1980 .....

Reminded me of a thing 30 years ago. Saw a letter a guy had written in for a service manual or any help at all with what he believed to be a very rare Mack 1935 pickup. Of course that was several years before the short lived "Mack Junior". Mack's response was, "sorry but that isn't a Mack and we believe it has been mis-represented to you. As nearly as we can tell, that is a 1935 Dodge with a Mack bulldog ornament on the hood"

The KT is not one of Cummins' proudest moments. Mack sold a lot more E9's and over a lot more years despite only being available in just one make. Hagerstown built its millionth engine in 2002. probly the most popular one of those was the ENDT675. I have seen it gross as much as 130,000 lbs. OK not very fast but that little engine would pull. If you look at all the mixers and dumps that were built with it you can say, "this is the engine that built America."

OK the grille has been turned inside out. The mirrors are European (convex) certainly not Delbar. But what's the deal with the rear axle? (note axle shaft) Is that a cast housing 44,000 tandem that's been singled out (turned into 4x2)?

Yah, I've seen RD's dump a 30 ton load of coal where the load froze to one side causing the truck to upset to the point where the bed was laying flat on its side on the ground and the front axle still had both tires still on the ground. Pull it back over on it's wheels with the dozer and drive it home, unbent. Compare that to a GMC Brigadier I saw buckle his frame by just spreading gravel on a turn and forgot to lift the pusher axle, that one was a write-off.

Volvo had no intention to drop the White name until well into negotions with General Motors about their 1988 75/25 joint venture, when GM said the name "GMC" had to stay and thus the name "WHITEGMC" the dumbest name for any truck in history. How all the suits could sit around a table and come up with this I don't know. In Volvo's credit, while White Motor Corp had some engineers build prototypes of the intergral sleeper, the first since the B-Model and the first with a wide cab, there marketing department never bought off on it. But Volvo took the White Road Boss II in 1981, put a decent hood on it, and focused on the Intergral Sleeper concept. There sales shot up. Then the Extended Sleeper in 1987. Nobody else ever had anything like it with a wide cab and long sleeper in one big cabin. Air springs under the bunk. Now everybody has copied it. Then the WHITEGMC thing came along.