RoadwayR

Interesting, were those built in Pontiac or Brazil/Argentina? There was a later version of the 'Super Brigadier' based on the White/GMC Autocar: The Brigadier was the only GMC heavy truck that stayed in production after the formation of Volvo-GM Heavy Truck. The Brigadier continued in production at the old GM Truck and Coach plant in Pontiac with little more than a new 'WhiteGMC' nameplate on it's hood until sometime in late 1989 or maybe early 1990 when the Pontiac plant closed and GM medium duty production (all-new 1990 TopKick and Kodiak) moved to Janesville WI.. Volvo replaced the still-popular (particularly with auto transporters) Brigadier with the WG, a truck that I don't think ever equaled the old Brigadier in popularity or durability.

I think that N/F series cab is somewhat modular, seems as though Isuzu builds it in different lengths and widths. I take it the Giga cab is still used?

Good point, however large the North American medium duty LCF market is, Isuzu and GM are well positioned to take a big percentage of it. I think it is interesting GM has enlisted the aid of two partners in their return to the commercial truck market, Isuzu and Navistar. Of course, renewing the distribution agreement with Isuzu was quick and easy, and a win-win for both parties. Dealers too. The real question is where does it all go from here? Will GM once again take equity in Isuzu, or perhaps Navistar? Will GM expand into class 6 and up?

Isuzu needs a bigger U.S. presence, but I am unsure how they can do it without conventionals.

Not sure a full VW takeover of Navistar is in the cards, but both parties will benefit from the alliance. It is not clear how the new U.S. administration will view foreign takeovers of large U.S. corporations. I have heard rumors that a class 6 Chevy is being considered, and I know some dealers would really like to see one.

That F series needs a gasoline/CNG engine option.

Quick question- what year was the last F/Interstater built? Thanks.

I wonder if DTNA will ever be spun off.

They need to stick that gasoline 8.8L in the DuraStar!

Mack's answer to White's Velvet Ride?

What you say makes sense, seems I have seen the setup in a brochure for a Western RL 700. Never seen inverted camelback on a dump or mixer.

I have always wondered about Mack's inverted camelback bogie. I only saw a few on older R models, not sure what it's purpose was. How did it compare to regular camelback, and what years was it offered?

Oops! Edited original post.

Not good for Westport.

BTW- Clarification on Chevy big blocks: The 8.1L design was sold to Powertrain Solutions Inc. (PSI), who improved and enlarged the basic design. Manufactured by PSI, it is sold as an 8.8L and a 10.4L. The gasoline version of the 8.8L did receive certification for 2017, and will be offered in International's IC conventional school bus: https://www.schoolbusweb.com/home.html/front_page_blog/ic-bus-adds-gasoline-engine-to-ce-series-r92/ Would not at all be surprised if this engine makes it into the DuraStar eventually. The 8.0L is a version of the older 'Mark VI' 7.4L. It is manufactured by GM and distributed through Powertrain Integration (PI): http://powertrainintegration.com/pi-thon-8-0l-v8-lpg/ Currently the 8.0L is offered only as a propane engine, but GM Powertrain lists it as gasoline capable. Of course that doesn't mean that it is currently EPA certified for installation in new vehicles. http://www.gmpowertrain.com/engines/8l-lfi.html Further complicating matters is the fact that PSI recently purchased PI! So, maybe a PSI 8.8L gasoline fueled Isuzu FTR.

No, I was supposing the 4H would be used in the tandem. That engine will indeed be fine for the FTR. GM still makes an 8.0L V-8. This engine is distributed through Powertrain Integration, and is the engine used by Freightliner in their propane fuels school bus chassis and medium truck. It is adaptable for CNG, LNG, and gasoline. I think it's a more durable platform then Ford's V-10. The 8.0L might be a good fit in the FTR.

Isuzu ought to consider a gasoline option for the FTR. I say this because of the high percentage of gasoline fueled NPR's I see. I think a tandem axle version would have a limited market, and I can't see the 4HK1-TC having enough power for a 50,000#+ GVW truck. 6HK1-TC perhaps? Wonder if Chevy dealers will get a version of the FTR?

IH cast a lot of 318 blocks here in the states too. Chrysler had planned on buying MV446 engines from IH to replace the 440's after they went out of production in the summer of '78 for trucks and motorhomes. A few 446's made it into Dodge motorhome chassis after the supply of 440's was gone, but due to Chrysler's financial problems and gas prices the 446 never made it into Dodge trucks. Too bad.

Plenty to think about here. Maybe Clarke really isn't looking to sell out to VW, and is indeed pursuing partnerships and joint ventures.

Oh boy, this is how the Navistar Ford divorce started!

Can't help but think with the new Freightliner Cascadia Evolution and International LT coming out at the same time and going for the same market we are going to see a real horserace between DTNA and Navistar. From what I have seen of these trucks so far I think the losers are going to be PACCAR and Volvo if they are not careful. And I also think the DD5 and DD8 are going to cause Cummins to loose a lot of Freightliner business. Wonder if DTNA has any desire to get into class 4/5 again (remember Sterling?). Would be tough but the DD5 might be a good engine for that market.

I hear this engine will likely be offered in the GM/Navistar joint venture medium duty conventional. At least the Chevy version.

It doesn't make economic sense for a company like Ford to build a full line of medium/heavy trucks. Whatever they make per heavy truck is minuscule compared to what they can make on a light truck, and Ford is far better at running high volume assembly lines then the type of line required for a specialized heavy truck. KTP generates FAR more profits now than it ever did as a medium/heavy truck facility. The 'halo' effect and 'one stop commercial vehicle shopping' are minor factors. I have been in fleets for over 30 years and it isn't something we consider much at all anymore. We have found the best mix for us is GM for class 3, Ford and Isuzu for class 4/5, and Freightliner for for class 6 and larger.

I remember when Ford took a stake in Cummins, and this thread got me thinking about those days. There was a lot of speculation that Ford was going to steal away the B5.9 from Dodge for the F-250/350, but the truth was Ford needed medium duty diesels for the F series and Cargo. The Cat 3208, DDA 8.2L, and the New Holland diesels were all being phased out. Around 1993 the B5.9 and C8.3 started showing up in Ford mediums, painted gray with Ford emblems on their valve covers. The 5.9 was called the 'FD1060', the 8.3 was the 'FD1460'. Worked out O.K.. It was around that time I was thinking Ford was getting serious about medium/heavy trucks, the new Louisville's (HN80) were on the way and if Ford were to exercise their Cummins stock options they could conceivably be a real player. Could have been...... I had high hopes for the HN80, but it seemed the project was about 3 years late coming out, and when it did it was in fits and starts. A really nice looking long nosed conventional was trotted out to all the truck shows, but it would seem Ford only built the one (anyone know where it is?). My people never bought any so I had no first hand experience with the new Louisville's, but word was they were not that great. We continued to buy a lot of Cummins powered medium duty F series, but around the summer of '96 things were starting to get downright weird. Rumors were flying around that Ford was going to drop the all medium F's and Cargo's for 1997. That didn't make any sense at all, unless the HN80 was to include some medium duty models. It would seem that was the plan, but it sure didn't work out that way. I was very surprised to learn that Ford was selling out their heavy truck line to Freightliner so soon after introducing the new Louisville line. I could see Ford wanting out of that business, but wouldn't it have made more sense to do so before spending all that effort on the HN80? I guess at the last minute Ford decided to keep the medium duty F's around, but they moved production to Mexico and drastically cut back on options. At this point we gave up on Ford mediums, we couldn't spec. them for most of our applications, and our spec. writer said the quality of the Mexican built F's was atrocious. Freightliner here we come, bought some GM's and International's too.. A medium duty HN80 eventually did come out, more or less, as the Freightliner Acterra. Ford stuck a 1999 Super Duty cab on the 1980-vintage F series medium duty chassis and that was the 'new' 2000 F-750 and that kept them in the game until the 'Blue Diamond' trucks came out. I still think that was a good idea for Ford, but due to some diesel engine problems that deal went down the tubes and now Ford is back with this seemingly half-hearted in-house 'new' Super Duty 650/750. GM will move in as Navistar's new joint venture medium duty customer, and I think that will eventually be a pretty big deal for both of them.

I am thinking the real significance here is that it spells the end for the MaxxForce 7 engine. The MAN-based engines will rely on castings from TUPY, maybe MAN too considering the VW deal. I guess the DT's are gone now too?