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Fleet Owner / April 15, 2014 As more engine makers aim to push the use of low viscosity oils for their products, mainly in a bid to comply with ever-tighter heavy truck fuel economy mandates, fleets are voicing concerns about the long-term protective capability of such “thinner” oil – a concern lubricant makers are trying to dispel via a variety of outreach efforts. Chevron served up the most recent iteration of such “outreach” during a series of engine teardowns conducted at the Mid America Trucking Show last month. “The big concern for a lot of fleets is protection,” Jim Gambill, Chevron’s North America Commercial and Industrial brands manager, told Fleet Owner. “Even though about a third of the trucking market has converted to low viscosity oils, most fleets don’t have the luxury to try something out to see if it works. They want more concrete proof that it works, which is why we’ve been conducting such ‘live’ engine teardowns in the market.” Gambill explained that, from the fleet perspective, any fuel economy savings generated from using low viscosity oils won’t be worth it if the protective capability of the oil is compromised. “Simply put, the dollars gained just aren’t worth it if the [low viscosity] oil can’t protect the engine like today’s thicker oils can,” he stressed. That’s the reason why Chevron took its engine teardown on the road, he noted – to show that a lighter 10W-30 oil blend offered protection comparable to a thicker 15W-40 blend in a DD15 engine with over 400,000 mi. of service on it. “We made sure via the teardown exercise that fleets and truck operators could see all the vital parts vulnerable to excessive wear – particularly the cam, cam shaft, and piston linings – were in the same if not better condition when using 10W-30,” Gambill said. “Having that protection is critical to obtaining the full fuel economy savings of the low viscosity oil.” He added that the price differential between 10W-30 and thicker 15W-40 blends is not large, with the 10W-30 blends typically costing 10% more and sometimes only 5% more based on volume discounts, with the lower viscosity formula able to deliver about a 1% to 2% fuel economy savings based on Chevron customer fleet tests. “When we isolate the engine oil performance in the lab, we see savings of about up to 1% – but even a half percent gain in fuel economy can save significant money over time when diesel is costing near the $4 per gallon mark,” Gambill explained. “Not only that, we’re seeing reduced use of diesel exhaust fluid (DEF) and longer oil filter life as well so there are ‘ripple effect’ savings to be gained as well by switching to lower viscosity engine oils.” He added, too, that the trend towards smaller displacement engines – downsizing from 15 liter to 13 liter models to help save on weight – adds another dimension of savings potential for lower viscosity oil blends. “You tend to generate more fuel savings from low viscosity oils when engine RPMs increase, simply because the engine isn’t working as hard with the thinner oil at that those higher RPMs,” Gambill said. “Thus is the engine works less at higher RPMs, the bigger the fuel savings. That’s the key trend here.”

The Morning Call / April 15, 2014 A truck caught fire Tuesday evening as it was being tested after coming off the assembly line at the Mack Trucks plant in Lower Macungie Township, a spokeswoman for the company said. Lower Macungie Fire Co. Chief David Nosal said the truck was being driven on a dynamometer when it caught fire in the plant's final area where finished trucks are tested and inspected. A dynamometer is a device used to simulate running a vehicle under road conditions. Mack spokeswoman Kimberly Pupillo said there were no injuries caused by the fire, although the building was evacuated while firefighters worked to ensure the blaze was extinguished. Pupillo said production in the plant at 7000 Alburtis Road was halted, but company officials were working to restart the assembly line around 8 p.m. Tuesday. Nosal said the truck where the fire started was destroyed, but damage to the building was minor. The building's sprinkler system kept the fire contained until firefighters arrived. There was some damage to the roof immediately above the burning truck and a large amount of water in the testing area, he said.

You mentioned the frame had been shortened. If I recall correctly, the frame dimensions of the G were the same as the RD. So if you can still buy new long length blank RD rails, you could cut off the front and recreate new G frame rails.

The more common MaxxForce 11 and 13 are license-built German MAN D20s and D26s. Only the MaxxForce 15 was CAT related (C15). The "Massive EGR" (EGR levels from 35% to 50%) emissions system used on the MaxxForce 11, 13 and 15 was Navistar-designed. MAN and CAT merely provided the basic engine. The MAN-designed Euro-5 EGR engines in the global market performed very well. MAN went with SCR for Euro-6 (near EPA2010).

Australasian Truck News / April 14, 2014 Fresh from the booming US truck market, Kristi Walker is no stranger to Freightliner or the Australian scene Kristi Walker says out loud what a lot of people in the trucking industry might be thinking. "It’s not every day in Australia you see a young woman from America coming across to sell heavy-duty trucks," points out the new General Manager for Freightliner in Australia. Walker has worked with Freightliner all her decade-plus career, most recently as manager of sales operations for Daimler Trucks North America, based in Charlotte, North Carolina. Before that she was market manager for Freightliner in Australia and New Zealand: "So for me although I’m not an Aussie it’s a bit of a homecoming." Walker was speaking at her first official outing here − the media event for the recent 25th anniversary of Freightliner in Australia. She was just off the plane from America, citing an impressive market share figure for Freightliner in US Class 8 (heavy-duty) trucks: a whopping 38 percent. Following way behind are International (16%); Peterbilt (14%); Kenworth (12%); Volvo (10%); Mack (6%); and Daimler stablemate Western Star (2%). Walker says Freightliner’s share is even better for Class 6/7 (medium-duty) trucks: 50 percent of the market. Then there are International (20%); Ford (19%); Hino (6%); and the Paccar brands Peterbilt and Kenworth (4% each). So it’s no surprise that Freightliner reckons the potential to increase its share of the pie in Australia is "huge". Walker attributes the American success to such factors as the "competitive advantage" of having Detroit engines; "industry benchmark" fuel economy; technology leadership, for example introducing cleaner emissions a year before becoming mandatory; "the lowest total cost of ownership"; and providing the most 24/7 service locations. The promising news for all truck brands in Australia is that the American truck market is going through the roof. "The market in the United States is great," Walker says. "Sales have accelerated faster than we expected and we actually expect 2014 to end up being over 10 per cent more than 2013. "The industry backlog is substantial, it’s also grown over 2013 to the point where the industry will need to add production." Freightliner is already building 100 trucks a day more than during the fourth quarter of 2013, an increase of nearly 20 percent. .

Transport Topics / April 14, 2014 Volkswagen AG ruled out raising its $9.2 billion bid to buy out Swedish truck maker Scania AB after some minority stakeholders rejected the deal as being too low. “Volkswagen is confident that the offer is compelling to Scania shareholders,” Wolfsburg, Germany-based VW said in a statement said in a statement. “Volkswagen therefore declares that it will not increase the consideration in the offer.” The German car and truck maker, which controls 62.6% of Scania’s capital, is bidding for the rest to push forward cooperation between the Swedish company and MAN SE, the German truck maker that VW also controls. The offer is 36% higher than Scania’s closing price on Feb. 21, when VW announced its plan. So far, minority investors representing about 2.3% of Scania’s capital have publicly rejected the offer. Volkswagen has said it will only pursue the bid if it can secure 90% of Scania, the threshold needed under Swedish law to force remaining owners to sell their holdings and delist the company.

Fleet Owner / April 14, 2014 Bully Dog has released a new ECM tuner with four variations for CAT, Cummins, Detroit and Paccar engines.The tuner can also read and erase trouble codes and adjust speed limiters, the company said. Users can choose between the Economy tune, Economy + Power or custom tuning. The Economy tune can help drivers achieve mileage gains of 6-12%, Bully Dog said. By using Economy + Power, fleets can increase horsepower and torque up to 15% while still maintaining economy. The device’s display makes it easy to read and erase trouble codes, adjust the speed limiter, and perform vehicle diagnostics while on the road. http://bigrig.bullydog.com/electronics.php

Transport Topics / April 14, 2014 Specialty-vehicle manufacturer Oshkosh Corp. said its defense segment plans to cut about 700 hourly jobs in Oshkosh, Wis., starting in June and about 60 salaried positions starting in July. After the layoffs, Oshkosh Defense will employ about 1,850 workers, the company said in the April 10 statement. “We need to reshape our workforce with U.S. defense spending down as a result of tight government budgets and a return to peacetime operations,” said John Urias, Oshkosh executive vice president and president of Oshkosh Defense. “We have gone to great lengths to minimize and delay the impact of the reduced spending on our defense workforce.”

Mack Trucks, Inc. 25 Broadway, New York, NY Trucks ● Buses ● Fire Apparatus ● Rail Cars ● Locomotives "Predominant in Commercial Highway Transportation" .

So at the same time Volvo is attempting to sell military vehicles and components to the United States using their Mack Defense shell company, the Swedish company is also trying to sell to the Russians. That’s slick. Our boys could be going up against Russian equipment propelled by Volvo engines (produced at Volvo Powertrain in Hagerstown, formerly owned by America’s Mack Trucks). And Volvo is now reconsidering, not because supplying the Russian military (with modern technology) is the wrong thing to do, but simply because they fear the Swedish government will veto the deal. Talk about corporate ethics.

Volvo Suspends Russia Tank Project Over Ukraine Uncertainty Agence France-Presse / April 7, 2014 STOCKHOLM – Volvo Group said Monday it has suspended a project to build an armored infantry fighting vehicle with a Russian company due to uncertainty over the Ukraine crisis. Renault Trucks Defense, which is owned by the Swedish truck manufacturer Volvo, in February 2013 signed an agreement to develop a combat vehicle with Russia's state-owned UralVagonZavod. But the project has been reconsidered due to concerns the Swedish government would veto the deal as the West seeks to isolate Moscow over its annexation of Crimea. The "Atom" armored infantry fighting vehicle would use a 600 horsepower Volvo D13 engine and so would require approval from Stockholm. The Atom is a heavy 8x8 infantry fighting vehicle (IFV) jointly developed by the Russian company Petrel (a division of Uralvagonzavod) and Renault Trucks Defense. The Atom is based Renault Trucks Defense’s VBCI (http://www.renault-trucks-defense.eu/Defense/DRIVELINE-VBCI/VBCI). "As we see many uncertain factors around a possible collaboration, we have suspended our cooperation agreement until further notice," Volvo spokesperson Karin Wik said. The agreement was meant to last until March 2015, she added. Sweden is not part of NATO, whose members have yet to block weapons sales to Moscow over its intervention in Ukraine but have suspended military cooperation. Sweden has been outspoken against Russia's annexation of Crimea. Swedish daily Dagens Industri wrote last week that Stockholm's "policy is clear: Swedish companies shouldn't furnish the Russian military or defense industry with military equipment that risks being used against Swedish troops."

In addition to non-powered railroad passenger cars, Budd's motorized Rail Diesel Cars (RDCs) were highly successful and important to rail development in America. In addition to producing truck cabs for Mack (N-Series), Ford (C-Series) and FWD, Budd was a long-time body supplier to both Ford and Dodge. http://www.coachbuilt.com/bui/b/budd/budd.htm

Automotive News / April 1, 2014 Budd Co., a former maker of auto parts and stainless steel passenger rail cars, filed for bankruptcy protection to modify benefits that it can't fully pay. The company listed assets of as much as $500 million and debt of more than $1 billion in Chapter 11 documents filed late Monday in U.S. Bankruptcy Court in Chicago, where it is based. Budd is no longer engaged in manufacturing and has no employees, it said in court papers. It said it can't pay the benefits in full and is seeking to change them to provide "fair and equitable treatment to its retirees and other creditors." As of the petition date, it has about $384 million in cash and estimates its liability for retiree benefits is more than $800 million, the company said. Budd asked that a committee of retired employees be formed to represent about 5,900 ex-workers and dependents receiving company-paid benefits including health care. Company founder Edward Gowen Budd started out as a machinist apprentice and helped build the Pennsylvania Railroad's first steel passenger car. He started Budd Co. in 1912. The company eventually became a major supplier of metal, plastic and composite components, such as frames, exterior panels, chassis components and castings, for the auto industry. In the mid-1950s, the company's 2-million-square-foot Detroit plant employed 8,000 people and produced bodies for the 1955-1960 Ford Thunderbird. The landmark Detroit plant was noteworthy for its facade -- a replica of Philadelphia's Independence Hall. It was acquired by Budd in 1925 from Liberty Motor Co., which built cars and later engines for World War I U.S. biplanes. Budd Co. was later sold to Germany's ThyssenKrupp and became ThyssenKrupp Budd Co. In August 2006, the company unveiled plans to sell its last line of business -- a group of plants that produced body and chassis operations components for the auto industry. The factories supplied shock absorbers, coil springs, axles and control arms to the auto industry.

Diesel News Australia / April 1, 2014 Kenworth officially launch the new Paccar MX engine this week, with a series of events at the Anglesea test track in Victoria and an official unveiling at the International Truck Trailer and Equipment Show in Melbourne. This will be the first proprietary engine to be available in a Kenworth truck in Australia. The 13 litre MX has been a long time coming, but finally made to our shores. The engine has been available here for several years fitted in the DAF range and sold in the US in some Kenworth and Peterbilt product. Surprisingly, the version of the MX chosen for the Australian truck market is the European model. As a result, the T409 and T409SAR models fitted with the new engine will be using a 24 volt electrical system, another first for the Kenworth brand anywhere in the world. “The MX-13 engine is set to be a game-changer in Australia’s mid-range heavy-duty market,” said Brad May, Paccar Australia’s Product Development Manager. “It utilises next-generation technologies to deliver higher levels of fuel efficiency, reliability, and performance from a quiet power plant.” The Paccar MX13 is a six cylinder in-line turbo charged diesel engine and is going to be available rated at 460 hp (343 kW) and 510 hp (380 kW), offering 2305 Nm (1700 ft lb) of torque at 460 and at 510, it puts out 2508 Nm (1850 ft lb), in the rpm range from 1000 to 1410 rpm. .

Eindhoven / March 28, 2014 At Leyland Trucks in the UK, the 5,000th DAF LF distribution truck with in-house manufactured and mounted PACCAR body came off the production line. The vehicle was handed to Royal Mail, the UK’s postal service that already has more than 700 PACCAR-bodied DAF trucks in its fleet. Leyland Trucks is the one and only truck manufacturer that assembles and installs bodies on its truck production lines. It assures that the body meets the same high quality standards as the truck itself. It also offers significant reductions in delivery lead times, supporting maximum efficiency and vehicle availability. EU type approval for the complete vehicle guarantees the fastest possible registration process. Customers can specify and order both chassis and superstructure at the DAF dealer, which also contributes to optimal efficiency. In the UK market, DAF supplies a full range of LF distribution trucks with a PACCAR body, including boxed and curtain sider versions. The range of body works also includes the advanced aerodynamic Aerobody which is designed to enhance fuel consumption and which now is also available on continental markets in Europe. Thanks to the aerodynamic optimizations, fuel savings of over 4% and resulting reductions in CO2 emissions are possible in distribution transport. At a cruising speed of 85 km/h, the LF Aerobody can be up to 8% more economical compared to a vehicle with a conventional body. Leyland Truck’s in-house bodybuilding capability, which is unique amongst major European truck manufacturers, gives DAF the ability to offer its customers a complete vehicle which fully complies with EC Whole Vehicle Type Approval (WVTA) regulations. These came into effect last year for vehicle manufacturers but will not apply to the vehicle bodybuilding industry until October. As a result of meeting these regulations DAF LF vehicles equipped with PACCAR bodies built exclusively in the UK by Leyland Trucks are now being sold in all EU member states without the need to meet regulations in individual countries. Outside the UK the body being sold is the advanced aerodynamic Aerobody which is designed to enhance fuel consumption and is also available in the UK. The Aerobody has shown fuel savings of 5% in real operating conditions and up to 8% when the vehicle is running at normal cruising speed of 53 mph compared to a conventional body. Ron Augustyn, Leyland Trucks managing director, comments: “Our ability to produce PACCAR bodies in-house can significantly reduce delivery lead times. From the first part of the production process, where we assemble the truck chassis, to a finished vehicle coming off the line fully bodied, painted, lettered and ready for the road can take as little as 24 hours." “In the case of the trucks we are building and bodying for Royal Mail, we complete the vehicle, livery it, organise its registration and taxation and deliver it direct to a designated depot where it immediately enters service." “Since we started the PACCAR body programme we have extended the range available so that today it covers both box bodies and curtain siders up to 18 tonnes gross weight. The latest LF Aerobody now going to the European Continent is available with internal lengths of 6.75 and 7.05 metres, suitable for carrying 16 or 17 Euro pallets, and comes as standard with a 1,500 kg capacity tail-lift, also fitted at Leyland”. “This puts DAF well ahead of the game in terms of being able to provide our customers with a vehicle that in its entirety is built to the exacting quality standards for which Leyland Trucks is renowned and which fully meets WVTA requirements,” says Ray Ashworth, MD of DAF Trucks. “Not only does this ensure consistency throughout in the fit and finish of these factory-bodied vehicles, but also in any ancillary equipment fitted,” he adds. “And the customer has only one point of contact for sales and specification issues”. The vehicle being handed over to Royal Mail is a 7.5 tonne LF model fitted with a 5.15 metre long box body and a cantilever tail-lift. Power is from the highly economical 4.5 litre, four-cylinder PACCAR PX-5 Euro 6 engine rated at 112 kW (152 bhp) and which is Euro 6 emissions compliant. The highly successful LF model has been completely renewed in line with DAF’s Euro 6 product line-up. Designed and built exclusively at Leyland for DAF, this is by far the best selling light/medium weight truck in the UK market and last year accounted for 42% of sales in this important sector of the market. .

Daimler Trucks North America (DTNA) includes Freightliner and Western Star (and Freightliner Custom Chassis, Thomas Built Bus and Detroit Diesel). http://www.daimler-trucksnorthamerica.com/

ITAR-TASS / March 26, 2014 Russia’s largest truck maker KAMAZ will build 218 trucks for shipment of United Nations’ humanitarian cargoes. Trucks will be given as a contribution to the United Nations World Food Program. “KAMAZ will make its first trucks for the UN in June,” the company said. “Now we are preparing and finalizing contractual documents, discuss delivery terms and choose countries, where trucks will be sent.” In 2014, the United Nations will get 100 trucks, including dropside trucks, dump trucks, tanker trucks and mobile repair shops with spare parts. KAMAZ will assemble other trucks in 2015. Russia’s federal budget allocated around 727 million rubles (US$20.5 million) for this purpose.

Transport Topics / March 28, 2014 Eaton will make available an optimized version of its Fuller Advantage automated 10-speed transmission for select Peterbilt and Kenworth branded trucks produced by Paccar Corp. with Paccar’s proprietary MX-13 engine. The powertrain package is lighter and more fuel-efficient than previous engine-transmission combinations, said Tim Sinden, Eaton’s president of North American truck operations. Eaton already provides a matched transmission for two models of heavy-duty diesel engines made by Cummins Inc., which also are used to power Kenworth and Peterbilt trucks. Another version for Cummins-Westport natural-gas engines is expected to be released in mid-May. “We are excited to partner with North American truck manufacturers to deliver integrated powertrain solutions,” Sinden said. Eaton officials said sales of automated transmissions account for about 20% of total sales of heavy-duty truck transmissions in North America and that number is expected to increase to 30% of the market in the next three to five years.

Truck News / March 31, 2014 Daimler Trucks North America (DTNA) set out three years ago to obtain “undisputed market leadership” in terms of market share and brand preference across its entire range of products. It’s getting closer to being able to declare that mission accomplished. Speaking at the Mid-America Trucking Show, David Hames, general manager, marketing and strategy for DTNA, said Freightliner now commands the leading market share position in not only the Class 8 on-highway segment, but also the Class 6-7 medium-duty segment and, for the first time in 2013, the Classes 6-8 vocational market. “We are well on our way of achieving that aspirational target of being undisputed market leader in the North American market,” Hames said. DTNA announced at the show that its flagship Freightliner Cascadia continues to sell well, and adoption of its DT12 automated mechanical transmission has exceeded expectations. Hames said 17,000 DT12 transmissions have been sold since the product went into production a year ago. Daimler announced at MATS new options for its Freightliner Cascadia, including: a ParkSmart HVAC system that starts the engine to recharge the batteries when necessary; a yellow B-pillar grab handle; a new 12.5K-rated leaf spring suspension; the Bendix AD-9SI air dryer; a bright finish aero mirror (for the Cascadia Evolution); flush-mounted LED lights; bulb-out detection; and a new day cab roof fairing that can improve fuel economy of Cascadia day cabs by up to 3.7%. Freightliner also announced at the show its Cascadia natural gas-powered tractor with 48-inch sleeper has entered production. Customers can also get that truck with Meritor Wabco’s OnGuard collision safety system, when the truck is spec’d with a manual transmission. And harnessing the power of social media (1.9 million truckers are on Facebook and another 300,000 on Twitter, Daimler revealed), Freightliner also enhanced its Team Run Smart online community with the addition of driver rewards. Participants in the online community, which now numbers 15,000 members, can earn miles for participation, which can then be redeemed for rewards.

Transport Topics / March 28, 2014 Volvo Group will sell some of its commercial real estate in Europe in a move that will generate additional income for its global truck business and other operations. The transaction, valued at about 2 billion Swedish kronor (US$308 million), is expected to close in the second quarter, the company announced March 28. Volvo said it expects the sale to raise operating income by 200 million kronor in its trucks segment and by 700 million in corporate functions during the second quarter. The transaction covers real estate in Gothenburg, Sweden, that is owned by the Volvo Group and leased to outside tenants, as well as properties in Denmark, Sweden and Finland that will largely be rented by companies within Volvo Group.

Canada-based Truck News interviews Steve Gillette of Capstone Turbine Corporation about the micro-turbine utilized the the Wal-Mart WAVE concept truck. https://www.youtube.com/watch?v=-3gTdZQ4CD0&list=UU8qpp_zNEMk3jkWr7ProkFw

On an eastern Mack, the smaller upper (8 inch tall) filter is a 57MD21A, and the larger lower (14 inches tall) filter is the 57MD31A. Mack also used to sell the two filters together in one box under the number 215SB194. A few Mack Westerns had unusual elements with Mack Western 5-digit part numbers (e.g. 57MD29301). However odds are the above information is applicable to your truck.

Mack Enters Intercity Bus Making Field Bus Transportation / October, 1956 A new bus making manufacturing giant was created last month with the announcement that Mack Trucks, Inc., has purchased the intercity bus manufacturing firm of C. D. Beck & Co. Long restricting its bus manufacturing to local transit-type buses, Mack embarked on this venture, said President P. O. Peterson, to be able to “Compete for additional bus travel business” sure to come with the advent of the superhighway and toll roads. Transit buses have been Mack's mainstay ever since it first started building buses . . . This new merger removes another manufacturer from the bus making scene, but in the long pull the purchase will benefit… No sooner was news of the purchase announced than Greyhound, one of the largest customers for intercity buses, let it be known at the convention of the National Association of Motor Bus Operators that it had ordered 34 new buses from Mack. Beck, one of the smaller manufacturing firms which pioneered many of the innovations that have since become standard, will be operated as a division of Mack. Peterson said that Mack will begin producing intercity buses immediately through the facilities of the Beck plant at Sidney, Ohio. However the 34 vehicles ordered by Greyhound will not be intercity vehicles, but will be Mack C-59 models, transit-type buses costing $23,019 each. These new buses will go to Pacific Greyhound, which has extensive commuter operations in the San Francisco-Oakland, Calif., area, and to Richmond Greyhound Lines. Pacific Greyhound will receive 30 buses. Richmond, four. Greyhound has long been a customer of General Motors ... in fact, was named a co-conspirator in the government's anti-trust suit against GM. This new order, according to Greyhound boss Arthur S. Genet, “would, in the past, have gone to General Motors. However, Greyhound is currently preparing a "multi-million dollar suit against GM for alleged failures in Scenicruiser buses. In addition to the bus manufacturing facilities of the Beck company, Mack also acquired the C.D. Beck Realty Co., and also a large plot of land adjacent to the Beck Plant. The latter purchase, said Peterson, will permit future expansion of facilities. At the helm of the new division will be H. R. Fouss as manager. He is presently general manager of the Beck firm. C. D. Beck & Co. was organized in 1931 and has specialized in over-the-road buses, just the reverse of the Mack company. It pioneered the modern-day deck-and-a-half bus, a vehicle which became better known to the general public through Greyhound’s Scenicruiser, manufactured by General Motors. Only last year Beck unveiled its semi deck-and-a-half bus, lighter in weight, a little less deluxe and a less costly version of the Scenicruiser.” .

In September 1956, Mack Trucks purchased bus manufacturer C.D. Beck of Sidney, Ohio with the intention of re-entering the inter-city bus business. Mack had dropped out of the inter-city bus market during the 1930’s to focus on the transit bus market (The conventional style Mack model BK inter-city bus sold to Greyhound Lines and others had been discontinued in 1934). Mack expanded the Sidney plant in 1957, tripling the floor space to 200,000 square feet with the plan of moving some bus and fire apparatus production from Allentown. From 1956 through 1958, Mack produced model 92-G and 97-D inter-city motorcoaches at Beck. Had Greyhound placed orders for the Mack MV620, the motorcoaches would have been built at Mack’s Beck facility. However, resulting from Greyhound’s decision not to purchase the MV620 (because the government decided to allow Greyhound to buy MCI), Mack announced in December 1958 its intention to close the Beck division. The Mack Fire Apparatus Division, which had been transferred to Sidney in 1957, returned to Allentown in 1959. After failing to secure orders from Greyhound for the MV620, Mack provided a 97-D demonstrator to Greyhound for testing. Note 1: The 97-D was designed by Beck engineer Donald Manning. After Mack closed Beck, Manning became the head bus engineer for General Motors and designed the RTX and RTS ll. Note 2: Although Mack purchased Beck as a means of getting back into the inter-city bus business, the company actually benefited more in the fire apparatus segment. Beck had begun producing Ahrens-Fox fire apparatus in 1953, first under contract and later as sole owner and producer from 1956. A few months ahead of the Mack purchase, Beck introduced the revolutionary new cab-forward design Ahrens-Fox ECB (open cab) and FCB (enclosed cab). Mack’s legendary C-85, C-95 and C-125 fire apparatus were directly based on these models, re-engineered with a Mack drivetrain. Note 3: In late 1959, Mack sold the Beck property to the Westinghouse Air Brake Company for its LeROI division, where it remains to this day. Recall that the first production version of the U.S. Army’s massive Mack 10-ton M123 6x6 tractors for tank transport, introduced in 1955, were powered by 844 cubic inch 286 horsepower LeROI T-H844 gasoline engines. With an unmistakable throbbing resonance, it was the only V-8 in use by the military at that time. Mack 97-D customers 2 - Schenectady Transportation Corp. (NY) Note: serial 1002 sold in 1964 to Citizens Rapid Transit (#999) 1 - Clyde's Charter Service (MD) Note: serial 1004 sold in 1964 to Citizens Rapid Transit (#998) 6 - Atwood's Gold Line (Washington, DC) 1 - Kerrville Bus Co. (TX) 2 - Rawding Gray Line (Boston) 2 - Boro Buses (NJ) 2 - Colorado Springs Coach Co. 3 - Denver-Boulder Bus Co. 3 - Colorado Transportation 1 - Lincoln Bus Lines (Hanover, PA) Note: 1) This was the only 97-D with a factory-installed lavatory. 2) Mack leased Lincoln’s 97-D for a time and used it as a demonstrator to Greyhound. 3) Lincoln made runs with the bus to Alaska on the mostly gravel ALCAN highway (with a spare windshield aboard). 1 - Transportes del Norte (Mexico) 1 - Rochester Motor Coach (PA) .

Automotive News / March 28, 2014 Ford Motor Co. is investing $500 million to build a new compact, lightweight turbocharged V-6 engine for the redesigned F-150 pickup at a plant in Lima, Ohio. Ford introduced the 2.7-liter engine in January at the North American International Auto Show in Detroit along with the 2015 F-150. The smaller V-6 engine should help the venerable F-150 close the fuel economy gap with Chrysler Group’s Ram 1500 EcoDiesel, which has a 3.0-liter diesel engine and an industry-best EPA rating of 28 mpg highway. The most efficient Ford F-150 is rated at 23 mpg on the highway, 1 mpg highway behind General Motors’ Chevrolet Silverado and GMC Sierra, which deliver 24 mpg highway. The Detroit 3, which rely heavily on sales of high profit pickups, are investing heavily to increase truck fuel economy to 30.2 mpg by 2025 and meet new EPA fuel economy regulations. Ford has not said how much power the new V-6 will generate, nor has it given any hints about what fuel economy it is expected to deliver. Production of the new engine will begin in Lima in the fourth quarter to coincide with the 2015 F-150’s launch. Ford is adding 300 jobs at the Lima plant. Ford will offer four engines in the 2015 F-150: the 2.7-liter turbo — the industry’s smallest displacement engine in a full-sized truck; a naturally aspirated 3.5-liter V-6; a 3.5-liter turbo engine and a naturally aspirated 5.0-liter V-8. All will be mated to six-speed automatic transmission. Chrysler’s Ram offers an optional 8-speed automatic transmission, while GM’s trucks also come with six-speed automatic gearboxes. The 2.7-liter engine is extremely compact and light. It features a cylinder block made of compacted graphite iron, and aluminum heads. It will come standard with start-stop, which helps save fuel in city driving, but won’t help the truck’s highway fuel economy. Ford expects demand for the new V-6 to be strong. It said today that 57 percent of new customers in 2014 have selected a 3.7-liter V-6 or 3.5-liter V-6 EcoBoost in the F-150. That's the highest take rate for six-cylinder engines in a large pickup since 1967. Retail registrations of light-duty pickups with V-6 engines have grown more than 600 percent since 2010, with the F-150 accounting for 91 percent of the growth. Ford says some models of the new aluminum-bodied F-150 will weigh as much as 700 pounds less than the outgoing steel-bodied 2014 model. The lower weight is expected to improve fuel economy two to three miles per gallon. Towing and hauling capability -- not fuel economy -- is likely to increase dramatically in the new truck. The lower weight will increase the truck’s capability, Ford officials have said. “Our truck customers have spoken, and we continue to meet their evolving needs by providing another V-6 option in the all-new 2015 F-150,” Joe Hinrichs, Ford president of The Americas, said in the statement. “The hardworking team at Lima Engine is thrilled to begin building one of the most technologically advanced engines ever designed for America’s No. 1 truck.” Ford markets its turbo car and truck engines under the EcoBoost brand name, which along with Chrysler’s Hemi and GM’s Ecotec, are some of the industry’s best known sub-brands. The Lima plant opened in 1957 and produces Ford’s 3.5- and 3.7-liter V-6 engines. It currently employees 900 workers. Later this year, the 40-millionth engine produced at the plant will roll off the assembly line.