kscarbel2

Exact same superb doors as the MH Ultra-Liner.

Also probably no longer available, but Mack interior trim supplier Belmor (vendor code 7909) was offering thru Mack dealers complete interior trim kits in Levels 1, 2, 3 and 4 (http://www.bigmacktrucks.com/index.php?/topic/34169-mack-cabs/). Belmor also offered the new style 1984-on interior design in beige color for older cabs. It was a sharp looking installation, a major upgrade over the old (pre-1984) beige "deluxe interior" option. I recall it being available with a full-size headliner, or a partial headliner (shorter in the front) intended for the installation of a (beige) overhead radio console. http://belmor.com/index.html Now, I did a quick search and came up with this seller for the 1984-on beige kit: http://www.finditparts.com/t/300/manufacturer/mack//products/2604217/mack-204sx130

Here is a very interesting piece on the position of Mack Trucks in 1986. The RWI Super-Liner II had been introduced the previous year. Assembled on the state-of-the-art MH Ultra-Liner chassis, the new RWI-600 Super-Liner is a sales success. In addition, a severe service RWI-700 is available for logging, heavy hauling and other demanding market segments. The R-model remains the country's best selling conventional truck. In volume production from 1984, the Mack Ultra-Liner with its corrosion-proof Maxi-Glas cab has claimed 10 percent of the COE market. A composite structural cage of galvanized steel, aluminum and high-strength fiberglass yields unsurpassed cab integrity and the ultimate in driver protection. With ratings up to 500 horsepower, Mack's E9 V-8 has become a legend around the globe. Mack and Renault are doing an impressive job of working together where synergies are realistically possible. The Mack Mid-Liner medium truck is a sales success as the number one selling medium-duty cabover in America. And, the conventional cab Mid-Liner "CS" series has now joined the "MS" cabover range. Mack is test-marketing a Mack-powered version of the Renault FR-1 motorcoach in the US market (http://www.bigmacktrucks.com/index.php?/topic/34314-the-mack-fr-1-motorcoach/), and Mack Australia is selling the Renault PR100 municipal transit bus down under to the sum of 650 units (http://www.bigmacktrucks.com/index.php?/topic/34401-mack-australia-and-the-mack-renault-pr-series-city-bus/). And where can you find a more impressive picture? Here are three of the five most stunning Mack trucks ever built - the RWI Super-Liner II, the MH Ultra-Liner and the U.S. market RS Value-Liner (the other two being the Australian market V8-powered Value-Liner and Trident). http://www.bigmacktrucks.com/index.php?/topic/30016-mack-australia-the-other-value-liner/ http://www.bigmacktrucks.com/index.php?/topic/30035-mack-australia-trident-a-well-kept-secret/ .

Performance. Reliability. Resale. Reputation. Built Like a Mack Truck — It’s part of the language .

A teaser photo of a CH concept prototype. .

A consistent “closeness” to the product generates unique qualities that make Mack trucks different from all others. Mack trucks, built on a rich heritage of drive and determination that created the name and symbol respected around the world. .

The benefits of advanced Mack research and development can be seen and felt in the purpose-built Mack MR. For the toughest assignments in refuse, construction and specialty service, the Mack MR delivers unsurpassed productivity and operating efficiency. .

Built Mack-tough, the Mack Mid-Liner has the depend-on-it strength and durability to deliver with day in and day out reliability. .

The 8x4 Mack MH Ultra-Liner wrecker operated by the City of Canberra's mass transit authority, ACTION (Australian Capital Territory Internal Omnibus Network), was quite impressive. .

From 1945, Mack Trucks had a long history of selling buses in Australia. Mack had supplied a right-hand drive version on the CB model bus chassis to operators down under called the CBL. Bodies were built locally by Comeng and others. The PR100 was actually designed and built by Berliet, a Renault subsidiary. The French government had merged Berliet and Saviem into Renault in 1978 to form Renault Vehicules Industriels (RVI). The Berliet PR100 was an 11 to 12 meter long city bus with a rear engine, low floor and wide front entrance. Over 13,500 PR100s were produced between 1971 and 1999. While Renault initially wanted to replace the PR100 with the new R312, many customers requested that the PR100 remain in production, resulting in the updated PR112. One reason was because the new R312 was not available in an articulated version like the PR100 (the PR180). With Mack Trucks and minority stake holder Renault enjoying strong success in the U.S. medium truck market, the two companies sought out other viable synergies. In 1985, an upgraded version of the PR100, the PR100.2, was demonstrated by Mack Australia to city mass transit officials throughout the country. This resulted in substantial orders from Perth and Canberra for PR100.2 and articulated PR180.2 municipal transit buses. Locally supplied bus bodies were used while retaining the PR100 front fascia (Late model PR100.3s sold to the City of Canberra had R312-type front ends). Altogether, 650 Mack/Renault PR100-series bus chassis were delivered. The bus chassis were assembled by Mack Australia in Brisbane and then shipped to Australian bus body builders Ansair Bus & Coach, Austral Denning, Bolton and Howard Porter. Mack and Renault also probed the U.S. and Canadian markets as they would do with the FR-1 motorcoach several years later. A North American spec PR100 was demonstrated in Montreal in 1980, and two PR100s were in revenue service with the New York City Transit Authority in 1982. An articulated PR180 was demonstrated in Montreal in 1986, and an articulated electrically-driven trolley bus was shown in Seattle. However, no buses orders resulted in North America. Specifications (PR100.2): Engine Model: MIPS 06.20.45B Displacement: 9.8 liters Power: 240hp @ 2100 rpm Torque: 693 lb/ft @ 1400 rpm Transmission: Voith model D863 with hydraulic retarder Steering: ZF Power Assisted Brakes: 4 x Drum Wabco ABS Tires: 11R22.5 Fuel Capacity: 53 U.S. gallons (200 liters) Electrical System: 24 volt with 80 amp alternator Exhaust: Vertical Near Side rear Corner Seats: 49 VOV II with Frontrunner Material and Chin Protector Doors: 1 front and 1 rear - glide-away twin leaf type. Rear door fitted with safety edges and interlock Flooring: Pirelli rubber matting Luggage Rack: 1 Large over near side front wheel arch Windows: Tinted bonded glass with top mounted hoppers Roof Hatch: Happich 1 front, 1 rear – air operated Handrails: Two overhead full length on either side of the aisle with vertical stanchions Bus Stop Alert System: 12 passenger push buttons Destination Equipment: Front: STC Cannon electronic operated route and three numbers Side; STC Cannon electronic operated three numbers Heating: One drivers cabin, three saloon Drivers Fan: (1) dash-mounted Air Conditioning: COACHAIR Integrated system – drivers cabin only Overall length: 455.5 inches (11.57 meters) Rear overhang: 129.9 inches (3.3 meters) Front overhang: 103.5 inches (2.63 meters) Wheelbase: 224.4 inches (5.7 meters) Width: 98.4 inches (2.5 meters) Height: 124.4 inches (3.16 meters) Front Step Height: 13.8 inches (350 mm) Rear Step Height: 13.8 inches (350 mm) Floor Height: 25 inches (635 mm) Arrival angle: 9 degrees Departure angle: 8.33 degrees Curb Weight: 22,112 lb (10,030 kg) GVW: 35,274 lb (16,000 kg) Top Speed: 51 mph (82 km/h) .

Diesel News / January 23, 2014 The latest release from Cat Trucks has arrived in Australia this week and Diesel News got a chance to see the new model up close and personal at Caterpillar’s Tullamarine facility. The new model is to be called the CT 630S, with the S denoting the shorter BBC on a prime mover with sleeper able to pull a 34 pallet B-double set and still make it inside the 26 metre envelope with a little room to spare. This model is to be followed, later this year, with a full stand up sleeper option to fit within the same envelope, the Cat CT 630SC. The arrival of these new C15-powered models is the result of some smart engineering on the part of the Cat organisation here in Australia. It has taken the basic components available to Cat from Navistar in the US and blended them in such a way to meet the stringent criteria of Aussie truckies when it comes to drivelines and dimensions. The basic truck is based on the same basic chassis as the original CT 630 released here three years ago. A substantial re-engineering has seen the cab move upwards and forwards to bring the BBC down to 112 inches for the day cab version. The extended cab with bunk is a compliant B-double prime mover. This will be joined by an Australian built stand up sleeper cab later this year. These new models will join the fight in the highly competitive B-double prime mover sector, where Kenworth, Western Star, Mack and, more recently, Freightliner, with the 114, are making in-roads into a market segment previously only serviced by the cab-over prime mover. Management at Cat admit this new model is the truck they should have introduced as their first model on the market. This is the kind of truck to appeal to the Cat enthusiast the brand was designed to cater for. However, hindsight is a wonderful thing, when the idea of a Cat truck was launched the time and cost factors meant the original offering from the yellow engined truck maker was a simple adaptation of the International Pro Star models already being made for the US market. Now the concept of a Cat Truck is a reality and the brand has a certain amount of credibility, it has been possible for the Navistar parent company to justify putting in the kind of development dollars needed to create a truly Australian truck. With this new Cat CT 630S the Tullamarine-based truck maker seems to have hit the nail on the head.

Welcome To Mack .

Homcha says ......... Mack will continue to develop the E9, which will also have the latest V-MAC III electronic engine management system. But while it's possible to adapt the E-Tech's unit pump system for the big V-8, Homcha says it would be a major strategic decision to take at a time when the in-line E7 has potential to go up to 500hp with increased capacity. The decision was made to go ahead and equip the Mack (Scania) V-8 with Bosch electronic unit pump (EUP) injection. But in 2003, three years after Volvo had acquired Mack, the Swedish company terminated the design program to relaunch the E9 V-8 as a U.S. market on-highway engine, upgraded to Bosch electronic unit pump (EUP) injection. Genuine Mack engineering snubbed by Volvo Group, because the Swedish company planned all along to integrate their Volvo global components into Mack-branded trucks (e.g. chassis, engines, transmissions, suspensions).

Renault's high-end Magnum tractor certainly was not aesthetically appealing to most U.S. eyes, but in fact it was an advanced truck in design and established quite a loyal following in Europe. Renault was never lacking in orders. The streamlined "Premium" tractor is probably much more to your liking (the same cab also being used on the impressive "Kerax" vocational models).

Commercial Motor / October 22, 1998 Commercial Motor recently drove a left-hand drive Mack-badged Magnum demonstrator around Allentown, Pennsylvania; home of Renault's subsidiary. This was no ordinary Magnum, having been converted by Mack into a 6x4 using a Hendrickson air-sprung Eaton rear bogie (to the US passion for double drive) and fitted with a nine-speed Eaton AutoShift automated manual transmission (AMT) in place of the regular RVI B18 synchronized manual box. By US standards the Magnum is a heavyweight, US truckmakers build far lighter 6x4s, and this has put off operators on the truck show circuit. However, drivers love its flat floor interior and roomy interior, along with its European level of comfort. And all the Magnum's positive attributes, including a commanding view and excellent ride, are as true in the US as they are in Europe. But the Eaton AutoShift makes it just a bit different. Commercial Motor has already reported on the European version of AutoShift, based on Eaton's 16-speed synchronized manual box, so it was interesting to see how a US market 9-speed AutoShift works. As in the installation in the MAN F2000, which has a column selector, our Magnum had a floor mounted lever like a conventional Allison auto box. On AutoShift, the clutch is retained for pulling away and stopping; for all other changes the box works automatically, synchronizing gears and selecting the appropriate ratio. On the European version, the driver keeps his foot on the pedal and changes are made depending on throttle position and engine load. In the Mack, as each gear change was signalled to the driver by a bleeper, we had to lift off throttle and look at the rev counter needle dropping till the next gear 'caught", before pressing down on the pedal. This felt rather like Eaton's old SAMT. Also we understand the US AutoShift we drove was an early version, and later versions will behave like their European cousins. Either way, AutoShift is very driver friendly. If you want to make your own shifts, you simply press the up or down command buttons on the selector lever. While the manual clutch delivers low-speed control, considering how well ZF has managed without it in its AS-Tronic box, we reckon that AutoShift would be just as effective as a two-pedal system. Based on our brief drive, the 9-speed AutoShift works just as well as its 16-speed stablemate. Changes were smooth and progressive, and well matched to the 460hp Mack E7 12litre engine, prompting the question: why not offer a 9- or 13-speed Roadranger-based AutoShift box in Europe? Not the least in a Renault Magnum!

Commercial Motor / October 22, 1998 Many operators on both sides of the Atlantic are blissfully unaware that Renault owns Mack Trucks. Yet in the seven years since RVI acquired the bulldog brand, Mack engines have found their way into Renault's European truck range in increasing numbers. And there's more to come. Ever since Renault gained full control of Mack Trucks, there's been a steadily increasing flow of technology and components eastward across the Atlantic. Mack's fire-breathing E9 V-8 was fitted in the Renault Magnum from day one, and in January '97 RVI added Mack's 12-litre E7 six-pot to the Magnum engine line-up—E7equipped Magnums are now sold in the UK at 390, 430 and 470hp. Not all the traffic's one-way— Mack has benefited from RVI's cab design expertise and is running several Mack-badged Magnum demonstrators Stateside. Last December, Commercial Motor revealed it was also looking at selling the Premium range. So what's happening? Commercial Motor put that question to Steve Homcha, Mack's vice-president in charge of engineering and product planning. The answer, as far as Magnum and Premium are concerned, is not a lot. "We've taken the products out and shown them on the show circuit," says Homcha. "We've had a favourable response to the driver cabin. But in terms of what we do now, it's largely wait and see. The legislation over here doesn't provide benefits to customers of cabovers so the market will stick with bonneted trucks." As forward-control rigs account for little more than 2% of all US heavy tractor sales noone should be surprised by this. And while Freightliner has tried to stimulate the cabover debate with its Argosy tractor, Homcha reckons: "The reality is there's no government interest (in revising the weight laws), we don't see anything changing." So the Magnum and Premium look doomed to remain as "curiosities" in the States. "We have them in our portfolio." says Homcha, "but we see them more as an opportunity for export with a North American powertrain to places like Australia." That process has already started with the launch down under of the Mack Qantum, a 6x4 tractor with a Premium cab atop a 425hp Mack E7 engine, 13-speed Fuller gearbox and an Eaton double-drive back bogie in place of the standard RVI European driveline. Mack Trucks Australia has already been designated the manufacturer of Mack right-hand-drive trucks worldwide. So could the UK get the Qantum alongside the Premium? "You'll see more export from Mack, but not to Europe," says Homcha. "The European product will be a Renault," But if US operators don't want European trucks, what can Mack take from Europe? According to Homcha: "A tremendous amount, not least in terms of cab design and ergonomics. "Renault and other European manufacturers have had a stronger emphasis on this," he adds, "and we'll utilize the cab group activities of RVI to provide that." So when Mack's long-awaited new flagship bonneted tractor, code named Vision, makes its US debut next February, will it have a "European" interior? "Don't expect to see premium components inside, but some consideration in terms of how it will be laid out for the driver will be familiar," says Homcha. "You'll see a much better focus in the driver's driving and relaxing environment with tremendous improvements in the layout of the cabin."

Commercial Motor / December 18, 1997 Since becoming the proud owner of Mack Trucks seven years ago, Renault has seen its US offshoot develop a range of engines that are keeping operators happy on both sides of the Atlantic. And diesels aren't the only things crossing the pond. Renault's aspiration to become a global truck supplier has shifted up a gear with the news that Mack Trucks, its wholly owned US subsidiary, is considering offering the Premium heavy tractor in the States. Last week Mack's executive vice president, engineering and product planning, Steve Homcha, confirmed this to Commercial Motor: "It's something we're contemplating. We'll do our own test analysis, run operator clinics and do our own validation." That program will start "next year" and if Mack likes what it sees a US Premium could be offered sporting the famous Bulldog badge and powered by Mack's latest E7 E-Tech 12-litre engine. A Mack-badged Premium tractor has already been unveiled in Australia, equipped with the standard Renault 11 litre engine but with an Eaton 13-speed box and drive axles in place of the normal Renault driveline. Mack is increasingly supplying more diesel engines to Renault for its European range. Its' six-cylinder E7 diesel is currently offered in the latest Magnum Integral and it would be a simple job for Mack to engineer it for the Premium— not least as the Finnish truck manufacturer Sisu already uses the E7 under a Premium cab. According to Homcha, the cab is raised slightly to provide a better circulation of air and a larger capacity cooling system. The US market Premium would be aimed at inter-regional and urban distribution operators although since length limits in the US were relaxed, the cabover market has suffered a marked decline. Mack's executive vice president in charge of sales and marketing, Paul Vikner, says the potential for cabover tractors in America is still small but a truck like the Premium would offer a number of benefits, not least better maneuverability compared to bonneted tractors. No decision has been taken as to whether Mack would take the smaller "Distribution" cab in addition to the "Long Distance" model. Renault (RVI) is looking for greater component sharing across its US and European assembly operations—but in the short term it will be restricted to driveline components including the E7 engine. The 12-litre straight six is used in Renault and Mack models and, while power and torque characteristics are tailored to suit the different US and European markets, both versions have the same cooling system, engine brake and turbocharger. Among its rivals, Volvo and Mercedes-Benz have developed common cab shells for their current US and European heavy trucks. However, Homcha says a Renault "world truck", with shared cab components, built and sold on both sides of the Atlantic, is still a long way off and that Renault and Mack have some way to go before they follow suit. "We'll eventually do it as we go to the next generation of vehicles—you'll see us moving into that area—but it's not a pressing need." MACK E7: RENAULT'S EUROPEAN ENGINE FOR THE FUTURE When Renault unveiled the 12-litre Mack E7 engine for the Magnum at this year's Brussels Truck Show, it signalled the start of a program of engine development that will see the six-pot E7 become its volume heavy truck engine for Euro-3 and beyond. The Euro-2 version of E7 is currently offered in the Renault Magnum Integral at three power ratings: • 390hp with 1,800Nm of torque • 430hp with 2,000Nm of torque • 470hp with 2,200Nm of torque It has an in-line fuel pump and Mack's V-Mac electronic engine management system. However, in March, Mack introduced the "E-Tech" version of the E7 in the US market, which has electronically controlled unit pumps (EUPs). E-Tech will meet both the tough US 1998 EPA engine emission laws and Euro-3 standard which is due arrive in 2000. "The E7 unit pump is more than just a product," says Mack's Steve Homcha "It's part of a global strategy to meet environmental demands for 1998 without sacrifices on the part of the customer. It is our building block to the 21st Century." The E-Tech E7 block has a much larger camshaft to withstand the higher injection pressures generated by the unit pumps (now up to 26,000psi from the 17,000psi on a typical pump/line/nozzle system). For the moment, Europe will stick with a conventional in-line pump E7 with V-Mac 2 throughout 1998, but during next year small numbers of the E-Tech engine will appear before volume supply begins in 1999 in preparation for Euro-3. Mack is already planning to take the E7 even further, reports Homcha. "A joint team of Renault and Mack engineers is working to develop it to EPA 2004 and Euro-4. We're also looking at the possibility of slightly increasing the capacity of the Mack engine beyond the 12 litre threshold." MACK E7: E-TECH SPECS • Charge-cooled six cylinder in line diesel with electronic unit pumps (EUP) • Displacement:12-litres • Bore/stroke:124x165mm • Power output:275-460hp • Features: Mack HSI "High Swirl Injection", electronic governor using V-MAC III control system, Mack/Jacobs engine brake. MACK E9: BULLDOG BITE IN THE RENAULT MAGNUM Mack's 16,4 litre E9 V-8 was the first US engine to be offered by Renault when it was launched in the original Magnum. Today, the majority of E9s are supplied outside the US to Australia and Europe. Down under it's fitted in its bonneted range, particularly for roadtrain operation where it can be rated at up to 610hp with 2,050 lb/ft (2,779N.m) of torque, In Europe, it is offered in the Magnum at 560hp. Homcha says that despite the growing use of smaller displacement in-line six engines, Mack will continue to develop the E9 which will also have the latest V-MAC III electronic engine management system. But while it's possible to adapt the E-Tech's unit pump system for the big V-8, Homcha says it would be a major strategic decision to take at a time when the in-line E7 has potential to go up to 500hp with increased capacity. Mack Trucks currently takes the long established mechanically fuelled Renault 10-litre six-cylinder engine (used in the Premium Distribution in Europe) and a joint team of Renault and Mack engineers will soon begin working on an updated version of the engine which is currently designated "E5" in the US. Homcha says it will have a 24-valve head and full electronic control and be offered in Europe as well as the US. "We'll be seeing it from 1999 and 2000—it'll be heavily used on both sides of the Ocean." .

Commercial Motor / July 6, 1995 Renault is to replace its 12-litre ACE engine with a similarly sized straight-six developed by its US subsidiary Mack. The Mack E7, which features V-MAC II electronic management, was launched at the recent ITS Truck Show in Las Vegas. Engines will be crossing the Atlantic in both directions: Mack trucks will get the Renault 10-litre engine and a seven-litre engine is being jointly developed by the two companies. The first V-MAC IIequipped engine to reach Europe will be the 16.4litre vee-eight used in the Renault Magnum. Current output with conventional injection is 523hp (390kW) and it is not yet known how V-MAC ll will affect this. The four-valves-per-cylinder E7 will replace the ACE engine in the Major and Magnum rigid and artic ranges. When equipped with VMAC II it offers between 250hp (187kW) and 454hp (339kW) with torque ratings from 1,160Ibft (1,573Nm) to 1,560Ibft (2,115Nm). V-MAC II offers a similar range of features to Cummins' Celect or Detroit Diesel's DDEC systems. These include electronically metered fuelling; a choice of all-speed or accelerator-controlled engine governing; idle speed adjust; electronically controlled fuel injection; engine protection shutdown; cruise control; roadspeed limiting; lower gear road speed limiting; and a "limp-home" capability. Service features include vehicle data logging, fault diagnostics and a serial data link for connection to service tools and PCs. The E7 engine could be powering Renaults in time for Euro-2 next year—VMAC II-equipped Magnum 520s will almost certainly appear for Euro-2. .

Commercial Motor / October 3, 1996 As reported last week, Renault has introduced its US Mack E7-hased engine range in the Renault Magnum, The engine introduces a third power rating, boosting maximum output to 464hp from 12 litres and plugging the gap between 420hp and the 520hp 16-litre Mack vee-eight. Although the new 12-litre is based on the Mack E7, only the block, heads and crankshaft drives are sourced from Mack in the US—the engine is called the Renault E7. The fuel pump, injection circuit, turbocharger and engine Jake Brake are mounted at Renault's plant near Lyon in France. The wiring is made at the French plant and accessories such as the alternator, air compressor, power steering pump, starter motor, man ifolding and pipes are sourced from existing Renault supplier. The result is an engine which weighs in at 1,085kg, 115kg less than the 12-litre Renault engine it replaces. The net weight saving in the Euro-2 Magnum is 70kg. Although torque is increased, it is still less than the US variants of the engine which produce up to 1,560lb.ft. (2,115Nm) at 1250rpm. Articulated pistons have steel crowns and aluminium skirts; the fuel system uses a Bosch P8500 in-line pump with EDC and eight-hole injectors. Injection timing is also electronically controlled by the VMAC engine management system. VMAC offers a number of features which control the engine and assist vehicle management. Engine controls include idle speed adjust, engine Jake brake control and engine protection shutdown if coolant temperature rises too high. Other features include cruise control, engine speed control, speed limiter, interface with ABS and anti-skid systems and a limp-home capability. A serial data link allows diagnostic information to be downloaded to a PC. Mack-powered Magnums go on sale in the UK straight away in 385hp and 424hp ratings— the 464hp version will not be available until next spring. .

The 6x2 isn't for everyone. But having said that, speaking of snow belt use, the 6x2 is profitably, effectively and safely used in northern climates throughout Western and Eastern Europe, and China. The US market steerable pusher axle as you know it is a primitive beast compared to the modern designs offered by Scania and others.

Typical with a Scania, there is no excessive tire wear with a 6x2 configuration. You're running a steerable pusher axle (steering in unison with the steer axle via a draglink), or a liftable tag axle. It's a professionally engineered arrangement delivering superb results. .

Roeth noted that .......6x2 axle packages cost on average $1,000 to $2,000 more than the 6x4 variant largely due to their small production volumes as only 2.3% of all new Class 8 sleeper trucks built in 2013 came equipped in 6x2 configuration. It's unbelievable that the 6x2 is priced higher than a 6x4 in America. In Europe and elsewhere around the globe, the 6x2 is of course cheaper to purchase (and operate). To blame it on low volume is ridiculous. To ultimately achieve volume sales, you have to launch with the appropriate price for a 6x2 (with savings over the 6x4), accepting reduced profits in the beginning.

Fleet Owner / January 21, 2013 An exhaustive review of 10 different data sets in a new report issued by the North American Council for Freight Efficiency (NACFE) this week finds that a 6x2 axle configuration can on average improve Class 8 sleeper tractor fuel economy by 2.5% versus a traditional 6x4 setup, with a 20 month payback period required to offset the higher initial cost of the 6x2 package. “We have medium to high confidence in these findings due to all the testing,” Mike Roeth, NACFE’s executive director, explained to Fleet Owner in an interview. “That’s in part because none of the 10 sets of data we examined have been published to our knowledge.” Roeth noted that “data sets” included: two 6x2 axle truck tests conducted by axle builders; two conducted by truck OEMs; five fleets test; and three by NACFE using Society of Automotive Engineer (SAE) fuel economy test parameters. “It’s very hard to test trucks because so many different variables are involved: weather, geography, temperature, load weight, etc.,” he pointed out. “That’s one reason why we believe the more data sets we can obtain about a particular technology, the better the analysis we can conduct. A lot of fleets test products but keep the results to themselves. We want to try and get more of them to share that in a non-competitive environment.” For example, Roeth noted that NACFE’s research indicated that 6x2 axle packages cost on average $1,000 to $2,000 more than the 6x4 variant largely due to their small production volumes as only 2.3% of all new Class 8 sleeper trucks built in 2013 came equipped in 6x2 configuration. “So if the confidence in the technology can be increased and more 6x2 configurations sold, that will drive down the price and improve resale values,” he explained. “That in turn helps those fleets already investing in 6x2 packages; thus they benefit from sharing their test data.” NACFE’s goal is also to provide a “warts-and-all” view of potential fuel saving technologies, so fleets get a more straightforward look at potential trade-offs. “In the case of 6x2s, there are several,” Roeth said. “Weight is lowered by 400 lbs. on average compared to a 6x4 but purchase price on the 6x2 is as noted before $1,000 to $2,000 higher. There is less mechanical maintenance needed on 6x2s compared to 6x4s but higher electronics service is need. That is because electronic load shifting technology helps mitigate traction losses in 6x2 configurations and we recommend that be spec'd for the 6x2 package.” Indeed, the potential loss of traction is the number one issue turning fleets off from 6x2 axle packages despite the fuel savings potential, he pointed out. “But we’ve found in our study that electronic load shifting systems, and even manual air-dump valves, can mitigate much of that traction issue,” Roeth said. "The science says you cannot equal 6x4 traction with a 6x2 package but you can get pretty close with load-shifting systems.” Finally, NACFE found that tire wear is much higher in 6x2 configurations versus 6x4 setups, on average resulting in $466 more in tire wear costs per year. “We will always address challenges and drawbacks of particular fuel-saving technologies in our reports,” Roeth stressed. “We need to provide fleets with a complete picture. But the more test data we can get about particular products, the more confidence we can provide to the industry in temrs of the fuel saving results. Video: http://fleetowner.com/equipment/nacfe-report-lays-out-6x2-axle-advantages-and-drawbacks

When B.F. Goodrich introduced disc brakes to the North American heavy truck market in 1978, weight sensitive haulers welcomed the weight savings over conventional drum brakes. However, shorter than expected brake pad life dampened customer's initial encounter with the new technology. Of course today, proven in Europe, disc brakes are accepted as the best braking technology. .

Why Mack? Pages 16 & 17 .