kscarbel2

We talked about the Mack/RVI EM5-290 before. http://www.bigmacktrucks.com/index.php?/topic/31258-mack-rd694p-single-axle-dump/ When you called the folks at Watts Mack and provided them with your truck's model and serial number, did they say the engine parts you need are NLA? (no longer available)

MAN Latin America, responsible for marketing Volkswagen commercial trucks in South America, has announced an 890 unit order of Constellation-based tactical trucks to Brazil’s Ministry of Defense The order, which includes 6x2, 6x4 and 6x6 configurations, will be delivered this year. The militarized variant of the popular Volkswagen Constellation was introduced last April at the 9th edition of LAAD Defence & Security, Defence and Security International Exhibition in Rio De Janeiro. The 6x6 Constellation model 31.320 has a payload capacity of 10 metric tons (22,046 lb). It can traverse water up to 1.5 meters (59.1 inches) deep, climb a 60 percent grade and negotiate 30 percent side slopes. Its 8.3 liter Cummins ISCe engine is rated at 320 horsepower (PS) and 950 lb/ft of torque. .

You are right of course (too much jet lag this month). From the 864 to the E9, the Mack V8s had wet sleeves just as their Scania relatives always have (right up to the present).

I recall this event as if it was yesterday. Every member of the Mack family was filled with pride. Given a chance to contribute, this event demonstrated how close-knit the Mack family was. For us, this was personal. Mack Trucks personified the values upon which our country was built. If one can't depend on Mack Trucks to come through for America in time of need.........then what's left? After all, America itself was built on the backs of Mack trucks. No other truckmaker can say that. I can't describe with words how proud we were of our organization. Zenon C.R. Hansen, who had passed on a year earlier, would have been proud too.

Mack Supplies Desert Storm - Scours Nation To Fill Order For 48 Trucks To Haul Tanks To Front January 30, 1991 / The Morning Call Before Allied commander Gen. H. Norman Schwarzkopf ran his hurry-up offense at the start of Operation Desert Storm, Mack Trucks Inc. completed a speedy delivery of 48 tank hauling trucks to the U.S. Army. The RD800 trucks, one of Mack's most powerful, are being used to transport 70-ton M-1A1 Abrams tanks to the front lines, where they await the start of a crucial ground battle. Without the vehicles, each worth about $80,000, the tanks would be forced to travel as far as 200 miles across the rugged desert terrain of Saudi Arabia. The order, which the Allentown company announced yesterday, is somewhat short of a $40 million Army order for 500 tank hauling trucks that a union newsletter reported on Dec. 17. That deal "fell through" because Mack wasn't able to produce the tank haulers by the Army's delivery deadline of Jan. 10 -- five days before the United Nation's deadline for Iraqi President Saddam Hussein to pull out of Kuwait, sources close to the company said. But on Dec. 21, the Army contacted Mack and asked for 48 RD800 vehicles that Mack and its dealers had in stock. Again, the deadline was Jan. 10. "We found ourselves in the middle of a very real emergency," said Sam Carr, Mack's manager of international accounts. "Rather than risk missing our deadline, we decided to complete the order by pulling the RD800s from dealer inventories. "To accomplish this, of course, we needed the cooperation of our dealers." Carr scoured North America and founded what the Army wanted. Worldwide Equipment Inc. of Prestonsburg, Ky., sent 19 trucks; South Kentucky Mack of Somerset, Ky., sent 18; Knoxville Mack of Knoxville, Tenn., sent eight, and M.A. Caribbean Corp. of Caguas, Puerto Rico, sent one. The remaining two were found in Mack's inventory -- one each from Mack Used Truck and Mack Canada. The trucks, which had been outfitted for coal hauling, were then delivered to Lehigh Consolidated Industries Inc. in Stockertown for modification. With help from Mack's purchasing and engineering departments, LCI installed fifth wheels and trailer brake packages. "Purchasing facilitated the paper work to get things rolling, while engineering worked around the clock to make certain all the pieces were properly matched," Carr said. Mack then had Trailer Design and Engineering of Kansas City design and oversee the production of 16.5-ton military-specified trailers. Production was done by Landoll Corp. of Marysville, Kan., and Kalyn Inc. of Gatesville, Tex., whose employees volunteered to work overtime through Christmas and New Year's to meet the Army's need. Carr said that it normally takes a week to manufacture one such trailer. Landoll and Kalyn each completed an order for 24 trailers in less than three weeks. With the tank haulers in place, Carr's logistical headache turned into a nightmare when the Army notified Mack that delivery had been changed from Bayonne, N.J., on Jan. 10 to a day earlier in Jacksonville, Fla. Mack's caravan was rerouted. The Mack tank haulers are now eight time zones away -- and combat ready. Mr. Nikolas Steel-Jessop, an Allentown-based consultant for Mack and former service engineer with Mack International, has joined the troops to assist in driver and maintenance training, Carr said. "Throughout this century, Mack people and Mack trucks have served our country in times of crisis," Carr said. "It's nice to know that despite today's economic hardships, the Mack spirit is alive and well." ------------------------------------------------------------------------------------------------------------------------------------------------------ Mack's contract with U.S. government to make trucks for gulf is put on hold December 22, 1990 / The Morning Call ALLENTOWN,PA. — Mack Trucks Inc. has come close to being drafted into Operation Desert Shield, sources close to the company said yesterday. The U.S. government has been talking with the Allentown-based truck-maker about a $40 million contract for 500 tank-hauling trucks with high-powered E-9 V8 engines, the sources said. Delivery was originally set for Jan. 10 -- five days before the U.N. deadline for Iraqi President Saddam Hussein to pull his troops out of Kuwait. But the deal is now on hold because Mack wasn't able to produce the tank haulers in such a short time, the sources said. "They wanted them faster than we could make them," a union official said yesterday. "Right now, it's up in the air." Mack officials said yesterday there was no deal. Army officials in Washington said they were looking into the contract and had no further information. Employees were informed of the possible deal Monday when United Auto Workers union officials and Mack's top management met at Mack's Allentown world headquarters, according to the Unity News, a UAW newsletter handed out to about 700 employees Thursday at Mack's assembly plant in South Carolina. During the meeting, Elios Pascual, Mack's chairman and chief executive officer, told Bill Casstevens, UAW secretary-treasurer, that the company had received "confirmation" on an order for the 17,000-pound tractors, the union newsletter said. Work on the high-powered V8 engines and transmissions would be done at Mack's 1,500-worker power-train plant in Hagerstown, Maryland. The trucks would be assembled at the 750-employee Macungie, Pennysylvania plant, which was to prepare a special line for their production. Mack subsequently told writers for the union newsletter Thursday that the deal was off, according to a Mack spokesman. But truck industry experts said Mack, like no other truck-maker, would have the capacity to make large tank haulers quickly because it is the only U.S. truckmaker that still makes its own engines and transmissions rather than hiring subcontractors. "The RD800 models used as tank haulers are super big," said Jim Winsor, executive editor of Heavy Duty Trucking magazine. "They are also used to haul logs in Canada and coal in our Appalachian states. They are the backbone of the off-highway business." Throughout Mack's 80-year history, the company's vehicles have maintained a reputation for ruggedness. It was the Mack AC model that the English nicknamed "the bulldog" during its use in France during World War I. In World War II, Mack specialized in military vehicles, including the 6-ton NM 6x6, 7.5-ton NO 6x6, 10-ton NR 6x4 and 5-ton NJU1 4x4 tactical trucks.

Mack Bulldog / Summer 1991 Allentown, PA – Mack Trucks, Inc., which gained its Bulldog identity during World War I, has again rallied its troops to support America’s military. According to Sam Carr, Mack’s manager of international accounts, Mack people, dealers, customers and suppliers recently joined ranks in a spirited fashion to help the U.S. Army fill an unusual, yet highly critical, order during Operation Desert Storm. Carr said that on December 21, 1990, the Army contacted Mack in search of 48 tractor trailer combinations that would be used to transport huge 70-ton M-1A1 Abrams tanks and other military equipment to the front lines. Without the semis, the tanks would have been forced to travel as far as 200 miles across the rugged desert terrain of Saudi Arabia. The solo trek would have greatly increased the likelihood of costly, dangerous breakdowns and excessive fuel consumption. One of Mack’s toughest Bulldogs, the RD800, was drafted for the job. Mack Trucks was given only 20 days to fill the order. “We found ourselves in the middle of a very real emergency,” said Carr. “Rather than risk missing our deadline, we decided to complete the order by pulling the RD800s from dealer inventories. To accomplish this, of course, we needed the cooperation of our dealers.” After scouring North America in search of the vehicles, Carr found the RD800s that he wanted. Worldwide Equipment, Inc. of Prestonsburg, Kentucky sent 19South Kentucky Mack of Somerset, Kentucky sent 18Knoxville Mack of Knoxville, Tennessee sent eightM.A. Caribbean Corporation of Caguas, Puerto Rico sent oneThe remaining two were procured from Mack’s inventory, one each from Mack Used Trucks and Mack Canada. “The dealers were 100 percent supportive, often sending us vehicles that were already ticketed for customer delivery,” said Carr. Having located the vehicles, which were all straight trucks outfitted for coal hauling, Carr next had to coordinate their delivery to Lehigh Consolidated Industries (LCI), Inc. of Stockertown, Pennsylvania. LCI modified the trucks by installing fifth wheels and trailer brake packages. Carr’s deadline for on-time delivery to Bayonne, New Jersey was January 10, 1991. The logistical headache turned into a nightmare when Carr was notified in the midst of the run that the caravan had been reassigned to Jacksonville, Florida. On top of that, the deadline had been moved up one day to January 9! Despite the odds, and having to arrange for new state permits to accommodate the oversized 12-foot wide trailers, the Army’s newest ally made its appointment. Carr said overcoming the odds for making delivery required a joint operation between the company, the Mack distributors and the vendors. Carr summarized by saying, “It was obvious that the national interest needed to be served, and I was proud to play a part in helping our country win the war. I’m sure that there are countless other example of how good logistic support separated the winners from the losers. Just ask Saddam.” .

Speaking of the above article, when I think of U.S. Army Mack six-cylinder, six-wheeled trucks in 1931, the truck in distress was quite probably a T2 Artillery Prime Mover. The T2 was based on the Mack AP and equipped with a six-cylinder 150 horsepower 706 cu.in. engine. With a 4-speed transmission and low gearing, it had a top speed of 20 mph. These trucks were purchased by the Army in 1929. A beautiful example of the AP, the Mack T2's duties for the Army included troop and ammunition haulage, and gun towage. Note the side-mounted winch for pulling guns into position. The disc wheels with 40x8 pneumatic tires made for a sharp looking truck. The Mack T2 was rated at 8 tons and had a curb weight of 22,380 pounds. .

I recall an incident involving one of the many Macks that the U.S. Arrmy once operated, but this was much further back, in 1931. As in your recollection, the parts required were expedited via aircraft. Note the parts were expedited directly from the Plainfield, New Jersey plant (http://www.bigmacktrucks.com/index.php?/topic/34219-mack-trucks-the-facilities/). .

The Mack-Scania relationship was established in 1950, when Mack Trucks collaborated with Scania (then known as Scania-Vabis) to produce and sell the Mack C-50 municipal transit bus in Europe. The result was the introduction of the Scania-Vabis “Metropol” municipal transit bus in 1953. However for the Scania version of the Mack C-50 city bus, rather than use the 165 horsepower Lanova principal pre-combustion chamber design (indirect injection) Mack END672 engine, Scania chose to use their own model D820 inline eight cylinder 11.3-liter 180 horsepower powertrain which benefited from the superior performance of direct fuel injection. Through an exchange agreement, Scania then provided Mack Trucks with their new open-chamber, direct-injection combustion system, resulting in the legendary Mack END673 “Thermodyne” engine. The direct injection END673 then quickly replaced the END672 incorporating Lanova pre-combustion chambers (energy cell combustion chamber). Note: In the early years, Mack Trucks’ early diesel engines including the ED519 and END672 utilized a Lanova design pre-combustion chamber design. Like Buda and others, Mack Trucks had purchased a technology license from Germany’s Lanova AG, led by the German engineer and Lanova concept inventor Franz Lang. Thus, in essentially what was a technology swap, Scania provided Mack with their advanced proprietary open-chamber, direct-injection combustion design in return for Mack providing Scania with a modern municipal transit bus. Scania and Mack Trucks then went on to forge a unique and close relationship which provided benefits to both companies for many years thru the mid-1980s. From the early 1960’s, Mack turned to Scania for their mid-range engine requirements. Scania produced 106,500 D8 and DS8 7.9-liter engines from 1961 thru 1986, 15,000 of which were shipped to America for installation in Mack trucks. Mack model Scania model Power END475 D8 140hp ENDT475 DS8 190hp ENDT(F)475 DS8 216hp ET477 DS8 210hp ETZ477 DS8 210hp ETZ477B DS8 210hp E4-210 DS8 210hp Mack and Scania then worked together on V8 development. It’s no coincidence the Mack and Scania V-8 engines share displacements. After five years of development, the Mack END(T)864 (1962-1972) entered limited production at Hagerstown in 1962 (Production might have started sooner, but the transfer of engine production from the old Plainfield, New Jersey plant to the modern new Hagerstown, Maryland facility in 1961 did not go smoothly). Using Mack-supplied END(T)864 V-8 engine blocks, Scania began development of its own version in 1962 with running prototypes in 1964. However, the production version of the Scania DS14 V-8 was based on the improved Mack ENDT865/866. Mack introduced the 14.2 liter ENDT865 in 1969, the same year Scania introduced the 14.2 liter DS14. Scania utilized individual cylinder heads on their version (favored in Europe at the time), while Mack used a two-cylinder head design (four heads total). To better achieve economy of scale for Mack and reduce investment costs for Scania, it made perfect sense for Mack to produce V-8 engine blocks for both companies. The only negative was for Scania having to convert English measurements to metric. Scania produced the DS14 up to year 2000. With the introduction of Euro-3 emissions, Scania introduced the 15.6 liter DC16 V-8. The 16.4-liter Mack E-9 is based on a revision of the 14.2-liter ENDT865/866 engine block. The current Scania Euro-6 DC16 V-8, in 520, 580 and 730 horsepower ratings, has a 16.4 liter displacement, identical to the Mack E9. (Mack Trucks jumped from 14.2 liters to 16.4. Scania moved incrementally with the block from 14.2 to 15.6 to 16.4) Scania’s current 16.4 liter version of the Mack/Scania block, rated up to 730 horsepower at Euro-6 (the rough equivalent of EPA2010), utilizes a compacted graphite iron (CGI)* engine block. In meeting Euro-6 (the Euro equivalent to EPA2010), CGI allowed Scania to raise cylinder combustion pressures from 165 bar on the earlier 15.6-liter V8 to 200 bar on the new 16.4-liter engine. Also, Scania XPI** (extra-high pressure injection) now takes injection pressures up to 2,400bar, and they have developed multiple variations for its injection profiles based on an HCCI (homogenous charge compression ignition). Volvo Group terminated Mack E9 V-8 engine production at Hagerstown in 2003. Mack Trucks had planned to re-launch the E9 V-8 in 2003 with Bosch electronic unit pump (EUP) injection. Revisions allowed it to meet the latest EPA standards while delivering superb power and fuel economy. However, Mack engineering was snubbed by Volvo Group. Volvo cancelled the pedigreed Mack E9 in favor of the upcoming Volvo D16 (rebadged as MP10). Had Volvo Group continued production of the Mack E9 V-8 engine, refined with oncoming new technologies including an extra-high pressure common rail fuel injection system and compacted graphite iron (CGI) engine block, the Mack brand would still have a legendary halo product. For a truckmaker in the U.S. market to have the V-8 high horsepower segment all to themselves is a sales manager's dream. *CGI has revolutionized the auto and truck industry. CGI engine blocks and cylinder heads provide 75 percent greater tensile strength, 45% greater stiffness and double the fatigue strength of conventional grey cast iron and aluminum. CGI allows engine designers to improve performance, fuel economy and durability while reducing engine weight, noise and emissions. CGI users now include Aston Martin, Audi, Caterpillar, Chrysler, DAF Trucks, Ford, General Electric Transportation Systems, General Motors, Hyundai, Jaguar, Jeep, Kia, Land Rover, MAN, Navistar, Porsche, PSA Peugeot-Citroën, Renault, Rolls-Royce, Scania, Toyota, Volkswagen, Volvo, VM Motori and Waukesha Engine. ** Cummins-Scania XPI Manufacturing LLP, a 50/50 joint venture, was formed to design, develop and manufacture next generation fuel systems. Scania D14 Series Year Model Power 1969 DS14 01 350hp turbocharged, introduced 1969 at IAA 1971-1976 D14 260hp (normally aspirated for bus applications) 1981 DS14 06 388hp 1982 DSC14 01 420hp intercooled DSC14 02 390hp intercooled 1988 DSC14 06 404hp intercooled DSC14 03 450hp intercooled DSC14 04 470hp intercooled, Bosch EDC (Electronic Diesel Control) 1991 DSC14 10 453hp Euro-1, intercooled DSC14 09 500hp Euro-1, intercooled, Bosch EDC (Electronic Diesel Control) 1994 DSC14 16 500hp Euro-2, intercooled, Bosch EDC (Electronic Diesel Control) 1996 DSC14 15 460hp Euro-2, intercooled, Bosch EDC (Electronic Diesel Control) DSC14 13 530hp Euro-2, intercooled, Bosch EDC (Electronic Diesel Control) 2000 DC16 04 500hp Euro-3, intercooled, Scania PDE Unit Injection DC16 03 580hp Euro-3, Intercooled, Scania PDE Unit Injection 2004 DC16 06 500hp Euro-4, Intercooled, Scania PDE Unit Injection DC16 05 560hp Euro-4, Intercooled, Scania PDE Unit Injection DC16 08 620hp Euro-4, Intercooled, Scania PDE Unit Injection 2009 DC16 19 500hp Euro-5, Intercooled, Scania PDE Unit Injection DC16 18 560hp Euro-5, Intercooled, Scania PDE Unit Injection DC16 17 620hp Euro-5, Intercooled, Scania PDE Unit Injection DC16 21 730hp Euro-5, Intercooled, Scania PDE Unit Injection 2013 DC16 101 520hp Euro-6 (near EPA2010), Scania XPI Common Rail Injection DC16 102 580hp Euro-6 (near EPA2010), Scania XPI Common Rail Injection DC16 103 730hp Euro-6 (near EPA2010), Scania XPI Common Rail Injection Mack Trucks V-8 Range Model Liters Horsepower Torque Note ENDD864 14.16 237 @ 2,000 930 N.m @ 1,400 END864 14.16 255 @ 2,300 866 N.m @ 1,700 END864B 14.16 270 @ 2,300 911 N.m @ 1,800 ENDT864 14.16 325 @ 2,300 1,068 N.m @ 1,600 ENDDT865 14.19 285 @ 1,900 1,308 N.m @ 1,400 ENDT865 14.19 325 @ 2,100 1,491 N.m @ 1,350 ENDT866C 14.19 355 @ 2,100 1,410 N.M @ 1,500 ENDT866 14.19 375 @ 2,200 1,410 N.m @ 1,600 ETAZ1000 16.36 400 @ 1,900 2,060 N.m @ 1,230 ETAZ1005A 16.36 400 @ 2,100 2,060 N.m @ 1,230 EM9-400 16.36 400 @ 2,100 2,061 N.m @ 1,230 (55% torque rise) EM9-400R 16.36 400 @ 1,700 2,061 N.m @ 1,230 (23% torque rise) E9-440 16.36 440 @ 1,800 2,027 N.M @ 1,300 (16% torque rise) E9-400 16.36 400 @ 1,900 1,796 N.m @ 1,300 (20% torque rise) E9-450 16.36 450 @ 1,900 2,027 N.m @ 1,300 (20% torque rise) E9-500 16.36 500 @ 1,900 2,251 N.m @ 1,300 (20% torque rise) EE9-500 16.36 500 @ 1,900 2,000 N.m @ 1,300 Europe – Renault Magnum AE500 EE9-520 16.36 520 @ 1,900 2,250 N.m @ 1,300 Europe – Renault Magnum AE520 EE9-530 16.36 530 @ 1,900 2,250 N.m @ 1,300 Europe – Renault Magnum AE530 EE9-560 16.36 560 @ 1,900 2,450 N.m @ 1,300 Europe – Renault Magnum AE560 EN9-500 16.36 500 @ 1,900 2,173 N.m @ 1,300 Australia / New Zealand EN9-525HP 16.36 525 @ 1,900 2,251 N.m @ 1,300 Australia / New Zealand EA9-575HP 16.36 575 @ 1,900 Australia / New Zealand EA9-610HP 16.36 610 @ 1,900 2,779 N.m @ 1,300 Australia / New Zealand E9-700 (French Army) 16.36 700 @ 2,400 TRM 700-100 tank transporter E9-750 (French Army) 16.36 750 @ 2,400 AMX-30 B2 main battle tank E9-900 (French Army) 16.36 900 @ 2,400 Two-stage turbocharging (4 turbos) E9-1000 (French Army) 16.36 1,000 @ 2,400 Two-stage turbocharging (4 turbos) DME-9-500 16.36 500 @ 2,100 Daytona Marine Engine DME-9-550 16.36 550 @ 2,100 Daytona Marine Engine DME-9-700 16.36 700 @ 2,500 Daytona Marine Engine DME-9-720 16.36 720 @ 2,500 Daytona Marine Engine DME-9-750 16.36 750 @ 2,500 Daytona Marine Engine DME-9-820 16.36 820 @ 2,500 Daytona Marine Engine DME-9-880 16.36 880 @ 2,500 Daytona Marine Engine DME-9-925 16.36 925 @ 2,500 Daytona Marine Engine http://www.bigmacktrucks.com/index.php?/topic/31744-1000-scania-v8/ http://www.bigmacktrucks.com/index.php?/topic/33399-bulldog-in-scania-museum/ http://www.bigmacktrucks.com/index.php?/topic/30165-when-scania-trucks-roamed-north-america/ Should you have a chance to shoot up to Sweden when in Europe, I encourage one and all to take a tour of the impressive Scania museum adjacent to the company's headquarters and main plant in Sodertalje. You'll see a four-foot tall gold Mack bulldog, awarded by Mack Trucks to Scania for quality excellence. http://visitscania.se/en/visits http://www.youtube.com/watch?v=OuxL-iXX-3E http://www.youtube.com/watch?v=IZ9IX4Oa9os http://newsroom.scania.com/en-group/2011/07/01/scania-museum-a-walk-down-memory-lane/

Some global market examples of Scania 6x2, 6x2/4 and 6x2*4 configurations in on-highway and vocational. .

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Ref. http://www.bigmacktrucks.com/index.php?/topic/34267-macks-v8-powered-c-series-comin-on-strong/ .

As I was told, the Tidewater N indeed was an ex-N68F fire chassis (purchased because of its better-than-average condition), and Matt Pfahl did one of his superb ground-up restorations. I met the current owner at Hershey. He also owns a superbly restored 1940 Mack ED pickup.

America's trucking history belongs to no one individual. This rich history is part of the fabric that defines what makes us Americans, and should be shared with all.

Matlack, like Chemical Leaman, Air Products and Overnite, was a major Mack customer. But that's no R-model, that's an RS Value-Liner, an extremely different truck from the R and my personal favorite.

Yet another FWD COE, the "America". FWD impresses with a modern low cab-forward design. http://hankstruckpictures.com/pix/trucks/mark_simiele/2005/apr/file0001.jpg .

The engine you are speaking of - the "Big Six". It shared the same bore and pistons with the V-8s. Legendary Mack VP of engineering Walter May said two upcoming new V-8s and two (Big Six) 6-cylinders (due around 1979-1980) would be high-torque "Turbodyne" series engines.

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Here's one. .

Long before the Mack/Savage FDM700* came into being, Mack Trucks had already been selling a front discharge mixer chassis in the form of the Mack HMM “Front-Runner”. Produced from 1973 thru 1979, the Mack HMM was a solid product with “pedigreed” engineering. Featuring an ingenious side-tilting cab, the HMM offered unparalleled engine access. Why didn’t the HMM succeed? At that time, Mack customers were accustomed to and satisfied with rear discharge. And, Mack’s sales network had no direct experience selling mixer bodies. As with other truck brands, Mack dealers typically delivered the chassis to the customer who would facilitate the body purchase and installation on their on. At the most, the Mack dealer might “drop ship” the DM mixer chassis to the body manufacturer for the customer. But with the HMM, the dealer suddenly had to be a mixer body expert in addition spec’ing the truck chassis. So due to the significant learning curve facing the regional and local sales level, and again a lack of interest from the mainstream market that was satisfied with rear discharge, the HMM did not take off. But the main reason the HMM ended production in 1979 was because of an absurd lawsuit. Mr. J. Jack Willard had patented a front discharge mixer design in 1955, but never did anything further. Then Mr. Royal W. Sims designed a front discharge mixer in 1958, and in 1965 entered into a licensing agreement under the Willard patent that gave him all rights under the Willard patent. Sims opened a small operation in Salt Lake City, Utah called Rite-Way Inc. and begun building trucks for his own use. The small Utah truck assembly facility eventually evolved into Savage Manufacturing (for a time it was called Savage Rite-Way Corporation). A group of mid-western ready-mix companies obtained a license from Sims in 1966 to produce front discharge mixers in Fort Wayne, Indiana for their own use (Rite-Way, Inc. of Indiana, a.k.a. Indiana Rite-Way Truck Co., a.k.a. American Rite-Way Truck Sales Inc.). Rite-Way Inc. of Indiana went bankrupt in 1970, and was purchased by Moran Tank Company who went bankrupt in 1974. This operation then evolved into Advance Mixer, which began producing front discharge mixer for public sale. Terex acquired the bankrupt Advance in 2002. What became a heated contention was that R.W. Sims claimed that he had total control thru his Willard patent over the production and sale of front discharge mixers. Sims had gone on a patenting binge in an attempt to profit from what by 1970 had become an industry standard design. In the below excerpt outlining the position of Mack Trucks, you can gather insight on the DMM-based platform on which the HMM was designed. “Sims has advanced no evidence tending to show that his manufacturing processes are unique as opposed to unprotected "general secrets of the trade." Federal law is equally unfavorable to plaintiff since it is clear that his broad claims impermissibly overlap the Willard patent. For these reasons it is extremely doubtful that Sims' manufacturing process is entitled to trade secret protection as a matter of law.” Mack Trucks does not challenge the trade secret status of Sims' techniques but argues that even if Sims' manufacturing method qualifies as a trade secret, the plaintiff has failed to create a triable issue on Mack's use of his method. In support of its motion Mack has produced the affidavit of Robert W. Steig, its Chief Engineer for Special Vehicles, which states that Mack's front-discharge or "HMM" chassis was derived from another truck chassis manufactured by Mack, the "DMM". According to Mr. Steig, the general purpose DMM chassis was modified in two, and only two ways to adapt to it front-discharge use: (1) the cab was narrowed to allow load clearance to the right; (2) the front axle was moved 21" forward to shift the load to the rear axles. Steig also avers that he and another Mack engineer named Vogt developed the HMM chassis independently, without any information supplied by Sims. Steig and Vogt state Mr. Walter May did not make any technical contribution to the HMM chassis and that they did not learn of May's 1963 visit to Sims' facility until after the commencement of this litigation and long after the HMM was in production. Sims does not and could not claim as a trade secret the manufacturing process for the conventional DMM. Since the plaintiff does not dispute Steig's account of the derivation of the HMM, his claim is presumably limited to the two modifications required to convert the DMM to a front-discharge chassis. As to these two rather unexceptional changes, Sims must establish some factual basis from which a jury could properly infer that Mack used his methods. The HMM was an advanced example of Mack engineering. Had the HMM been better promoted resulting in higher sales, the cost of further litigation to resolve the Sims lawsuit would have been justified. Mack won the initial court ruling, that was overturned, and subsequently the lawsuit against Mack was again found to be invalid. By the 1980s, Sims had lost his grasp on the front discharge mixer concept in court, and manufacturers were able to design and produce trucks with his hindrance. The HMM was available in both 6x4 and 6x6 versions. The majority of HMMs produced were the all-wheel drive variation, utilizing Mack’s proprietary full-time TC15 transfer case. Unusual at that time, both tag and pusher axles were available as factory-installed options. Additional Photographs: http://www.bigmacktrucks.com/index.php?/topic/31616-never-seen-one-of-these-before/ http://www.bigmacktrucks.com/index.php?/topic/10924-hmm-series/ Further reading on the lawsuit: http://www.leagle.com/decision/19781657459FSupp1198_11494 http://www.leagle.com/decision/19801080488FSupp592_11001.xml/SIMS%20v.%20MACK%20TRUCK%20CORP. The lawsuit brings to mind the Mack G model, and the ridiculous concerns by Kenworth over what became industry standard cab design features. http://www.bigmacktrucks.com/index.php?/topic/837-the-g-model-story/ * https://www.bigmacktrucks.com/topic/34451-the-macksavage-fdm700-front-discharge-mixer/?tab=comments#comment-229321.

I suppose the Florida location explains the surface corrosion (instrument panel, ect.). From the condition of the exterior paint as well, it clearly spent time outdoors uncovered. That Mack standard green has been baking in the Florida sun. Still, $5,250 is a bargain. Orrville isn't building any more.

Correct.

Overnite Transportation's accountants would look out the office window and smile at the sight of their Mack MB city tractors.

The subject of the Mack/Savage FDM has come up so often recently that I thought to re-introduce it in more detail. Mack Trucks purchased Savage Manufacturing Corporation in 1989, making it a Mack subsidiary, Mack Trucks of Utah (for tax reasons). The resulting Mack FDM-700 model (FDM meaning “Front Discharge Mixer”) was available in both mid-engined and rear-engined versions. When first launched, the 12-liter Mack E7 paired with a Maxitorque T2080 transmission was standard, but Cummins L-10 and Caterpillar 3306B engines, and Fuller 7-speed manual and Eaton CEEMAT automatic transmissions were also available (previously engineered in on the earlier Savage version). The 9-speed Eaton Auto-Shift AMT later replaced the CEEMAT. The FDM had a cab that combined both driving and operational controls, allowing the driver to deliver and discharge up to 13 cubic yards of concrete from behind the wheel. Both single and tandem front steering axle configurations were offered combined with wide a variety of pusher and tag axle options. The standard mid-mounted engine location enhanced handling by allowing for a lower center of gravity for greater stability. The mid-engine, twin-steer axle design was also engineered for more optimized weight distribution in anticipation of upcoming changes to federal weight and length laws. In many ways, the mid-engine design was easy to service. However the placement also made camshaft replacement inconvenient. Savage Manufacturing had produced their first front discharge mixer in 1976 (Mr. R.W. Sims built his first front discharge mixer at what later became Savage in 1964). Ahead of Mack purchasing Savage in 1989, the latter company was a small operation with gross sales revenues of just US$5 million in 1988 (the year before Mack acquired Savage). Savage was marketing the “Dynamix Magnum” and “Super Magnum” front discharge mixers which had been launched in 1983. Savage Companies President Allen Alexander said of his decision to sell the mixer unit and focus on their principal business of material handling, “We recognized we had a great truck but (that) we’re not manufacturing people”. In 1988, front discharge mixers accounted for 15 percent of the mixer market. As the market leader in Class 8 construction, Mack felt with the rising popularity of front discharge mixers that purchasing an existing player like Savage would be a wise move. However after the purchase, it quickly became apparent that Savage was not a mature company with a mature product. For example, the crude Savage spare parts system proved a challenge to Mack dealers and factory branches. Rather than simply fit a Savage mixer with a Mack engine and transmission, Mack should have examined and redesigned the entire truck from one end to the other, possibly hiring a few engineers away from Oshkosh and McNeilus in the process. And, production should have been moved from Utah to Allentown so that Mack engineers could be involved day-to-day with developments. The resulting "pedigreed design" would have been worthy of the Mack name. In April, 1996 ahead of the ConExpo-Con/Agg show, Mack Trucks signed an agreement with T.L. Smith Machine Company of Springville, New York to produce jointly produce a rear-engined front discharge mixer. That same year, the mid-engined and new rear-engined versions of the FDM were given the names “Victor” and “Conquest”. Frustrated with the former Savage operation in Utah, Mack Trucks in December, 1998 announced that it would cooperate with Oshkosh and offer a Mack-badged version of the Oshkosh “S” Series front-discharge mixer chassis with a McNeilus mixer barrel system and Oshkosh front driving axle (Oshkosh owns McNeilus). Oshkosh would assemble the trucks utilizing Mack E-Tech powertrains. Making its official debut two days ahead of the 1999 Mid-America Truck Show in Louisville, the new truck was called the Mack FCM “Conquest II” (FCM representing Front-Discharge-Concrete-Mixer). As a result of the Mack-Oshkosh agreement, Mack discontinued production of the FDM in Utah and closed that plant, with production ending in September 1998. The Mack/Oshkosh tie-up ended when Volvo acquired Mack Trucks. Front-discharge is a very attractive concept. But even Oshkosh, with its superb “S” series front discharge chassis and McNeilus drum, has struggled to make front discharge a mainstream product. Other makers including (Terex) Advance Mixer (http://www.terex.com/construction/en/products/new-equipment/front-discharge/index.htm), Phoenix Mixers ( http://www.phoenixmixers.com), the Maxim Truck Company, Kimble (http://www.kimblemixer.com/mixers/front-discharge/) and now Navistar’s Continental (http://www.continentalmixers.com/continentalmixers/mixers/frontdischarge) on a MaxxForce-powered Phoenix chassis have also found profitability difficult in this challenging market segment. For as long as current technology encourages ready mix truck operators to stay with rear discharge design, for its lower cost and practicality, the front-discharge mixer market segment will remain small. http://www.bigmacktrucks.com/index.php?/topic/33736-mack-savage-mixer/ .

If you feel that you are happy with your Volvo Titans, then I have to respect your feelings. Volvo builds an respectable truck. But as an American, I have a serious issue with Volvo, the foreign truckmaker that acquired the U.S. truckmaking icon Mack Trucks, indeed "The Greatest Name in Trucks", and shut the Mack Truck company down. I also have a serious problem with the United States Department of Justice for allowing Sweden's Volvo Group to acquire Mack Trucks. Renault invested in Mack and encouraged the company to continue on a path of self development (while the two companies smartly seized valid opportunities were synergies could be identified). But Volvo Group, once getting their hands on Mack, promptly shut the company down. Please don't mention the EGR Mack engine issues to me, because all the US (and global) engine makers had challenges of one form or another. And looking at engine issues historically, there isn't a heavy truck diesel engine maker in the world that didn't have issues at one time or another. Had Mack Trucks remained an independently operating concern, there's little doubt the company's next generation of powertrains would have impressed. We had camshaft and lifter problems in the past, but did that mean the Maxidyne was a bad engine? No. You won't find a better vertically-integrated truckmaker than the former Mack Trucks.