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With respect, that's not accurate. 24-volt starting was standard with E9 V-8 powered Mack Trucks, and for a very good reason. You want the "kick" of 24 volt starting, the preference worldwide, for turning over a 16 liter engine, particularly in cold conditions. You are doing yourself a disservice if you change an E9-powered Mack truck's starting system over from 24 to 12 volts. Call Watts Mack with your truck's unique model and serial number (located on the vehicle identification plate) and allow them to order you the correct part. Note the E9 engine options below, and note 1.

Legendary for its heavy trucks, Mack Trucks was also a producer of rolling stock including rail buses, self-propelled railway passenger cars and locomotives. The company produced gasoline, gasoline-electric and diesel-electric railway units at its plants in Plainfield, New Jersey and Allentown, Pennsylvania. Always leading America forward with cutting edge technology, Mack Trucks was a pioneer in the United States of the concept now commonly known as "light rail". From the versatile model AB rail bus to the highly advanced model FCD, Mack Trucks met the needs of both rural communities and cities worldwide with affordable, efficient and versatile public transport. Mack Trucks is the oldest rail bus manufacturer in the United States. The company began development of its first rolling stock in 1903. The result was a railway passenger car sold to the Uintah Railway Company of Colorado in 1905. Mack rolling stock remains in operation to the present day. One of four Mack FCD rail buses purchased by Sperry Rail Service continues to operate in year 2013, some 59 years after being built, performing ultrasonic rail testing for microscopic fissures on the New York City subway system and elsewhere. Forty railroads and twenty-three industrial companies throughout the world utilized rolling stock produced by Mack Trucks. Mack Trucks’ rolling stock was exported to global locations including Canada, Bolivia, Columbia, Cuba, Hawaii, Honduras, Korea and Spain. Mack AB Rail Buses Serial no. 70001 Winnipeg Electric Canada Serial no. 70019 Tela Honduras Serial no. 70021 Bernabe S. Batista Cuba Serial no. 70021 Hawaii Consolidated Railway Hawaii Serial no. 70022 Columbian National Railways Columbia Serial no. 70023 Tropical Oil Company Columbia Serial no. 70024 Winnipeg Electric Canada Serial no. 70024A Guantanamo & Western Railway Cuba Serial no. 70025 Guantanamo & Western Railway Cuba Serial no. 70026 Guantanamo & Western Railway Cuba Serial no. 70027 Guantanamo & Western Railway Cuba Serial no. 70028 Guantanamo & Western Railway Cuba Mack BX Rail Trucks Serial no. BX888 Patino Rail road (tin mining) Bolivia Mack ACR Rail Buses Serial No. 60010 Havana Central Railway Cuba Serial No. 60012 Havana Central Railway Cuba Serial No. 60013 Havana Central Railway Cuba Mack ACX Rail Buses Serial no. 60022 United Railways of Havana Cuba Serial no. 60023 United Railways of Havana Cuba Serial no. 60024 United Railways of Havana Cuba Serial no. 60025 United Railways of Havana Cuba Serial no. 60026 United Railways of Havana Cuba Serial no. 60027 United Railways of Havana Cuba Serial no. 60029 United Railways of Havana Cuba Mack AQ Rail Cars Serial no. 161009 South Manchurian Railway Korea Mack AS Rail Cars Serial no. 163001 Winnipeg Electric Canada Serial no. 163002 Winnipeg Electric Canada Serial no. 163003 Canadian National Canada Serial no. 163004 Canadian National Canada Mack FCD Rail Bus Serial no. 1001 Ferro-Carril de Langreo (FCL206) Spain Serial no. 1002 Ferro-Carril de Langreo (FCL201) Spain Serial no. 1003 Ferro-Carril de Langreo (FCL202) Spain Serial no. 1004 Ferro-Carril de Langreo (FCL203) Spain Serial no. 1007 Ferro-Carril de Langreo (FCL204) Spain Serial no. 1008 Ferro-Carril de Langreo (FCL205) Spain .

Stuttgart / November 15, 2013 Since the launch of the new Actros at the end of 2011, over 30,000 new Actros trucks have been showing they have what it takes to lead the heavy truck market on the roads of Europe. Some of them have already surpassed the 600,000 kilometer mark (372,823 miles). The result: new milestones in reduced fuel consumption and TCO (Total Cost of Ownership). Euro-6 (European equivalent of EPA2010) reduces fuel and AdBlue consumption The "Record Run" was arranged as a comparative test drive by Daimler and supervised by DEKRA, with three Actros trucks from two model generations. Euro-6 Actros, despite their sophisticated emission controls, showed a 4.5% advantage in favor of this future-proof emissions technology. In a customer survey, customers from twelve countries reported a 5 to 15 percent reduction in fuel consumption running Mercedes-Benz Euro-6 engines. They also reported up to a 40% reduction in AdBlue consumption. In the demanding Euro-6 emissions category, there are now over 11,000 Mercedes-Benz trucks on Europe's roads. Rüdiger Elflein, head of the German transport and forwarding company Elflein Spedition & Transport GmbH: "We chose Euro-6 very consciously because we believe that Euro-6 represents the highest and most engine technology available today", said Rüdiger Elflein, Managing Director of Elflein Spedition & Transport GmbH. "We've been using Euro-6 trucks since 2012. In terms of fuel consumption, the new Actros has exceeded our expectations, using 8% less fuel than our last generation Euro-5 Actros. We are also pleased the new Actros caters better than ever to the comfort needs of drivers." Saving even more diesel with PPC A further advance in fuel efficiency was recently achieved with the introduction of Predictive Powertrain Control (PPC). As test reports repeatedly confirm, PPC is currently the most mature system on the market for intelligent control of the powertrain. In daily use, the advantages of PPC are increasingly clear as the driver's attention level declines over the working day, or when routes are driven that are not part of the usual routine. PPC allows an additional fuel saving of 5%. One in three Actros trucks is now ordered with PPC. Well ahead of the competition in safety technology The safety features of the new Mercedes-Benz Actros set the benchmark for the truck industry. The 13 “guardian angels" for truckers include Proximity Control Assist, Stability Control Assist and Lane Keeping Assist, right up to Active Brake Assist 3. The order rates for these systems have even amazed the professionals in the transport sector: Over 38,000 Active Brake Assist systems are performing on the roads today, and number of Lane Keeping Assist and Stability Control Assist-equipped Mercedes-Benz trucks exceeds 60,000. A choice of cabs The user-friendly workplace and comfortable living area are separated in color and geometry. The new Actros features high quality surfaces, luxurious driver's seats with an optional massage function, beds with all the comfort of home, a multifunction steering wheel, informative and attractive instruments and asymmetrical roof stowage boxes. SoloStar The all-new SoloStar concept for the new Actros uniquely adds a new dimension to the rest area and ensures high quality sleep. This comfortable relaxation area on the co-driver's side takes the form of a corner unit and is offset to the rear against the rear wall so that driver can stretch their legs. Comfort … Three different cab trim level packages not only make a high level of comfort in the Actros affordable thanks to an attractive pricing, but also simplify the buyer's choice by grouping typical optional equipment items together. The Comfort Pack Basic includes an enhanced central locking system, a two-section electric roller blind, ambience interior lighting and two-way loudspeakers. The Comfort Pack Classic also includes a lockable stowage compartment above the windscreen plus an additional drawer in the centre console, air horns and side-mounted roller sunshades at the top of the door windows, a leather steering wheel and an electrically operated tilting/sliding sunroof. In addition, the Comfort Pack Top has a sound system with 7 speakers plus a subwoofer, the Highline version of the instrument cluster, a slide-in base for the roof stowage compartments, automatic climate control, a refrigerator in the drawer under the bed and an illuminated Mercedes star in the radiator grille. … and Style Like Mercedes-Benz passenger cars, the interior of the new Actros can be upgraded even further and individualized with two different equipment lines. Home Line accentuates the homeliness of the new Actros. It is characterized by wood-effect interior door handles and trim strips in the cockpit. Style Line places more emphasis on the dynamism of the new Actros, with chrome-effect interior door handles and trim strips embellishing the cockpit, steering wheel, air vents and steering column gearshift. Well ahead in Europe With a market share of 23% in Europe, the Mercedes-Benz Actros is the market leader in the heavy truck segment over 16 tons (35,274 pounds). The new Actros also holds the top position with a 20.5% market share in the hotly contested heavy tractor segment. Extended production hours at the Mercedes-Benz commercial truck plant in Wörth, Germany speaks for itself.

Truck-Lite LED Headlights Now standard on Cascadia and Evolution Freightliner models OEM Off-Highway / August 2, 2013 Freightliner Trucks has selected Truck-Lite's new Custom LED Headlights as its factory standard for forward lighting on their Cascadia and Evolution truck models. These LED headlights are also being offered as an aftermarket retrofit option that is available across North America to Freightliner dealers. "The positive response to our LED forward-lighting products from the military opened the door to the heavy-duty commercial transportation sector and this new partnership," says Truck-Lite President, Brian Kupchella. "Our LED technology delivers lighting performance far and above the traditional halogen systems, adding increased visibility and safety." The new LED headlight features a significant reduction in amperage draw on the vehicle's electrical system, freeing up power for other uses. The reduced amperage draw results in a life cycle that is rated at over 30,000 hours, lasting the life of the truck. Another feature is Truck-Lite's unique Diamond Shell 2.0 lens coating, which provides multiple layers of protection against crazing and hazing. Truck-Lite conducted extensive real-world road tests. "Truck-Lite's new LEDs should be mandated by law... because they are so much safer," reports a fleet test driver,"...love the long distance light, but truly impressed with how far off to the sides of the truck I can see." "We want every component on our products to not only be cost-efficient, but to enhance vehicle safety and productivity," says Mary Aufdemberg, Director of Product Marketing for Freightliner Trucks. "The Cascadia and Cascadia Evolution are industry leaders in safety, driving experience and lowest total cost of ownership, and LED headlamps further enhance the products." Brad Van Riper, Freightliner's Chief Technology Officer also states, "Having access to the best technology is extremely important to driver and public safety. Our beam pattern and pure white color really enhances the visibility. We are proud to have Freightliner offer the worlds first commercial vehicle LED headlamps as standard."

Penske Makes Truck-Lite LED Headlights Standard for Freightliner Cascadia Tractors READING, Pa., June 3, 2013 – Penske Truck Leasing has made Truck-Lite LED headlights standard spec on the Freightliner Cascadia tractors it leases. "These headlights provide exceptional nighttime visibility as compared to other headlights that we have tested," said Art Vallely, Penske Truck Leasing Executive Vice President of Operations. "We believe that these LED headlights provide the driver with enhanced safety through greater reaction time and reduced driver fatigue. The driver acceptance by our customers has been overwhelmingly positive." Last November, Penske announced that 5,000 of its 2012 and 2013 semi-tractors currently within its commercial truck rental fleet would be retrofitted with these LED lights, and that they would be core standard specifications for all the semi-tractors in its commercial truck rental fleet. Bob Ives, Truck-Lite Executive Vice President of Business Development said: "Our new commercial heavy duty LED technology delivers lighting performance far and above the traditional halogen systems, adding increased visibility and safety. The lamp's proven durability also provides significant cost savings from a maintenance standpoint." Truck-Lite's LED forward-lighting headlamps offer improved driver visibility through its more natural light spectrum, leading to improved object recognition at night and increased daytime visibility. Truck-Lite's LED beam pattern also reduces eye-strain for drivers and reduces harsh headlight glare to oncoming traffic. An additional benefit is a significant reduction in amperage draw on the vehicle's electrical system, freeing up power for other uses and resulting in a 50-times longer lighting system life than conventional halogen technology.

Penske Installing Truck-Lite LED Headlights Trucking Info / February 7, 2013 Penske Truck Leasing is retrofitting 5,000 of its 2012 and 2013 model semi tractors in its commercial truck rental fleet with new LED headlights from Truck-Lite. Penske says it's the first and only commercial rental operation to offer this new headlamp. The retrofitting will take place over the next 12 months, and Penske is making the new LED lights part of its core standard specs going forward. "We've field tested these new lights," says Art Vallely, executive vice president of operations for Penske Truck Leasing. "They provide greater nighttime visibility compared with traditional headlights, which enhances safety for commercial truck drivers operating our equipment. The high durability of these lights also provides a significant cost savings from a maintenance standpoint." The Truck-Lite LED headlamps were initially developed for military use. Truck-Lite’s LED forward lighting headlamps offer improved driver visibility through its more natural light spectrum, leading to improved object recognition at night. Truck-Lite’s LED beam pattern also reduces eye-strain for drivers and reduces harsh headlight glare to oncoming traffic. An additional benefit is a significant reduction in amperage draw on the vehicle’s electrical system, freeing up power for other uses and resulting in a 50-times longer lighting system life than conventional halogen technology.

Fleet Equipment Truck-Lite’s new 7-in. light-emitting diode (LED) headlamps are being introduced to the heavy-duty commercial vehicle market. The first LED headlamps in commercial production, they have already entered service on a wide variety of military vehicles. Some final development work took place at the Army Cold Regions Test Center near Fairbanks, Alaska, where technicians rigorously tested the LED Headlamps and reported on their effectiveness. “The Truck-Lite LED headlamps we’re testing are much easier on the eyes,” wrote one evaluator. “Despite their brightness, they should last through the 20- to 30-year lifetime of military vehicles,” wrote another, commenting that “The LED headlights provide daylight clarity. On the spruce trees up here, every needle stood out, unlike the incandescent lamps that glowed like mere candles in comparison.” The 7-in. round white LED headlamps meet or exceed all applicable Department of Transportation (DOT) requirements and all Federal Motor Vehicle Safety Standards (FMVSS) pertaining to headlights. The new LED headlamps can replace any standard 7-in. round headlight within 24 volt applications. They can be aimed using standard mechanical aiming equipment. “Creating the most advanced LED lighting solutions for our heavy-duty tractor, body and other vehicle requirements is a fundamental part of our core LED business,” stated John Howells, Truck-Lite’s vice president of sales. “Advanced headlight design adds safety and value to vehicles, as well as the widest array of design and engineering possibilities, since the small size of LEDs enables them to be seamlessly integrated into even the most sophisticated tractor design.” Each headlamp uses ten Luxeon LEDs as its light source. The LED light output is brighter than traditional glass beam headlights, resulting in greater light projection, the company said, adding that the LEDs in the headlamp produce a crisper, whiter light output than even the brightest halogen sealed or bulb-replaceable lamps available today. While a typical headlamp may be rated to last 400 hours, Truck-Lite LED Headlamps are expected to exceed that by as much as 50 times. The Luxeon technology used in Truck-Lite’s headlamps will offer improved visibility over conventional incandescent as the color temperature of the assembly is around 5000 degrees K, far closer to sunlight than incandescent or halogen lamps. The Truck-Lite LED headlamp uses the latest diode technology from Philips Lumileds, headquartered in San Jose, Calif. Lumileds’ CEO, Michael Holt, stated: “Truck-Lite has been the front-runner in heavy-duty lighting product innovations by developing advanced solid-state systems and applying them to a headlamp application. We are very proud of the relationship we have built with Truck-Lite, as their LED supplier, and look forward to continued business ventures into the future.” The 7-in. round LED headlamps feature potted circuit board assemblies for unrivaled shock and vibration resistance and polycarbonate lenses that have 30 times more impact strength than glass. The LED headlamps have also undergone hot weather testing at military installations in Panama and near Carson City, Nev. “While initial production is limited to 24-volt,” stated Brad VanRiper, Truck-Lite’s senior VP of R&D & chief technology officer, “we are actively testing 12-volt 7-in. LED headlamps and we expect them to go into production shortly.” For more information, visit http://www.truck-Lite.com.

Fleet Owner / November 13, 2013 Daimler has delivered 22 Actros COE tractors to a large bakery fleet in Mexico. Mexico has overall length restrictions for tractor-trailer combinations, and the fleet intends to test higher cube trailers made possible by the cab-over-engine configuration. Daimler is also displaying the European Actros COE tractor at "Expo Transporte", Mexico’s largest commercial truck show. “Mexico is a conventional heavy truck market, and we don’t expect cabovers to be anything but a niche product, but if we have customers who need a cabover, we can work with them to give them the right trucks,” said Stefan Kurschner, the new president and CEO of Daimler Trucks Mexico. Daimler truck plants in Saltillo and Santiago account for 52% of Mexico’s commercial vehicle production and 58% of its Class 4 through 8 truck exports, he said. While truck sales in Mexico historically rise and fall with the U.S. economy, Kurschner said the company hoped to also see the Mexican domestic truck market begin to grow independently as fleets start to replace equipment. A large percentage of trucks still on the road in Mexico are over 20 years old, he pointed out. .

Stuttgart / November 12, 2013 Designed with the off-road versatility of the legendary “Unimog”, Mercedes-Benz has introduced an all-new version of the Arocs regional heavy tractor at the "Agritechnica" fair in Hanover, Germany (November 10 thru 16) targeting the agricultural logistics segment. The 421 horsepower Arocs model 2042AS on display at the show is an all-wheel-drive tractor designed to efficiently haul large transport volumes to their destinations at high speed. The Arocs truck range is available with sixteen Euro-6 engine ratings from 238 to 625 horsepower. The Arocs is now available with the new automated Mercedes-Benz “PowerShift 3” transmission. To precisely meet the varying requirements of different applications, specially developed transmissions modes are available. The Arocs 2042AS is designed for extreme applications in harsh conditions. It’s uncompromising, robust design enables it to handle demanding operations with high stability and load-carrying capacity.

The Mack Trucks "heavyweight" three engine model "AR" rail car **Note the Mack Rail Car logo on AR demonstrator rail car no. M2001 .

The Mack Trucks "midweight" two engine model "AQ" rail car **Note the Mack Rail Car logo on AQ demonstrator rail car no. M200 .

The Mack Trucks "lightweight" single engine model "AS" rail car .

From 1926, Mack rail car production shifted from Allentown to the company’s Plainfield, New Jersey plant. In 1927, Mack’s Plainfield unit unveiled the new lightweight single-engined model AS, midweight dual-engined model AQ, and the heavyweight triple-engined model AR combination rail cars featuring gas-electric propulsion systems (A quadruple-engined rail car was available on special order). The AR had a reinforced underframe, drawbars and couplers to withstand the added stresses of multiple car and trailer operations. Enhancements to the new range of rail cars included shatter-proof windshields with electric windshield wipers, and an isolated engine room with both side and roof-mounted radiators. A frontal roof air scoop was integrated into the rail car’s design that circulated air through the engine room which then exited via a roof vent. Specifications varied as all Mack rail cars were built to meet customer-specific requirements. Each six cylinder 135 horsepower Mack AP engine was connected via a Mack-designed torque insulator to a 450 volt 90kW generator and a separate 32 volt generator for interior lighting. Typically, the AS and AQ had two 140 horsepower traction motors located in the forward truck, while the triple-engined AR had an additional traction motor in the rear truck as well. Maximum speeds for the AS, AQ and AR were 45, 54 and 61.6 miles per hour respectively. The sales marketing group of Mack Trucks’ rail car department promoted the fuel economy advantages of the company’s multiple engine propulsion system which allowed one or more engines to be shut down under light load conditions. Mack’s model AQ demonstrator no. M200, later sold to the New York Central System, averaged an operational cost of twelve and a half cents per mile (gasoline, oil and maintenance) during a long-term six month test. Mack’s triple engined model AR demonstrator no. M2001, later sold to Pittsburgh & Lake Erie Railroad, successfully demonstrated a multiple rail car towing ability throughout the mid-western United States. *The term “truck” refers to the pivoting structure (bogie) under each end of the car including the axles, suspension, brakes and propulsion motors.

At a cost of one million dollars, Mack engineers next developed the dual-engined model ACP rail car utilizing two 60 horsepower Mack AC four cylinder engines. The ACP could be ordered either as a passenger car or as a combination passenger and freight car, with the bodies produced by Pullman Car and Manufacturing Company of Chicago. Allentown’s Plant 4 completed three ACP rail cars in 1925, two as demonstrator cars and the third unit for the Chicago, Rock Island & Pacific Railroad. After extensive tests by engineers from both Mack Trucks and the Philadelphia & Reading Railway, the two demonstrator ACPs were put into regular service with the Lehigh Valley Railroad operating between Mauch Chunk, Pennsylvania and Newark, New Jersey, and between Easton, Pennsylvania and Jersey City, New Jersey. But just as Mack Trucks had arrived at a viable self-propelled passenger rail car, a growing preference for gas-electric propulsion systems* over electro-pneumatic propulsion brought an end to ACP production. *One or more gasoline engine/generator combinations remotely mounted from the trucks in the rail car producing electricity for traction (propulsion) motors mounted on one or both trucks. The term “truck” refers to the pivoting structure (bogie) under each end of the car including the axles, suspension, brakes and propulsion motors.

From as far back as the early 1920s, many railroads were interested in the concept of light rail, then described as self-propelled passenger rail motor cars for local and branch lines whose passenger demand couldn’t support a locomotive-hauled passenger train but exceeded the ability of a rail bus. Mack Trucks, one of the American pioneers of light rail development, was actively designing and producing “light rail” cars with versatile passenger and freight configurations that delivered maximum productivity at moderate costs. By providing a means for comprehensive and affordable urban public transport, Mack Trucks helped to advance both America’s economic development and quality of life. Mack Trucks and the J.G. Brill Company of Philadelphia formed a joint venture in 1923 and produced the first Mack rail car, the model AH. Fifty feet in length and mounted on a pair of double trucks*, Mack’s rail car was used for demonstration purposes to prospective clients carrying the number 801. The trucks were assembled by Mack Trucks in Allentown, with a six cylinder gasoline engine situated within the forward truck driving a prototype electro-pneumatic propulsion system. Mack then shipped the trucks to Brill for mounting of the body. The Mack AH rail car featured right-hand operator’s cabins front and rear, vestibules at each end, salon, coach and smoking sections, lift sash windows, conductor’s signaling system, storage room for baggage and/or mail, both street and platform level doorways, and modern lighting, heating and ventilation. Standard couplers and end pass-through doors permitted multiple unit operation. *The term “truck” refers to the pivoting structure (bogie) under each end of the car including the axles, suspension, brakes and propulsion motors.

Transport Topics / Novermber 7, 2013 Daimler's Western Star truck unit has announced availability of an all-wheel drive version of its 4800SB model in an 8x8 axle configuration. The truck is available with power ratings from 350 to 470 horsepower and 1,250 to 1,650 pound-feet of torque. The truck is spec’d with a 57,000-pound tridem rear and a 23,000-pound front axle, and has an air ride suspension, Western Star said. It features a 109-inch bumper to back-of-cab distance. Designed for use in extreme off-road conditions, the truck is equipped with a 2-speed transfer case. The transfer case is equipped with integral air shift controls for front-axle engagement and features helical gears with constant mesh.

Diesel News / October 31, 2013 Scania’s limited edition “Black Amber” R-series V-8 tractors are bringing a golden glow to the roads of Western Australia. Perth-based Scania customers have purchased both the R730 and R620 V8-powered Black Amber tractors imported into Australia for their debut at the Brisbane and Perth truck shows this year. Greg Goodchild from Greg’s Meat Transport bought the R730, and David Edghill from Express Freezer Transport purchased the R620. Greg’s Meat Transport runs a mixed fleet of more than 50 trucks, six of which are Scanias. Greg has added two R560 V-8 6x4s and the Black Amber V-8 this year, with two P360 8×2 rigids scheduled for delivery in 2014. “I have been in the transport industry for 36 years and the Black Amber is the best vehicle I have ever seen,” Greg says. “I have always wanted a truck like this, and as soon as I saw it at the Perth Truck Show and looked inside it, I knew I had to have one. “The truck is already on the road, being driven by Greg Howard, one of my long-time drivers. He is fanatical about keeping it clean. His SUV even carries a water-filled tank that he uses to wash the truck. He’s got towels all over the inside to keep it pristine.” Although Greg’s Meat Transport specializes in the refrigerated transport of a wide range of meat products, the Black Amber is hooked up to B-double containing supermarket groceries. Each day it plies the Forrest Highway to Bunbury and back, from the company’s base in Jandakot, Perth. “We are getting excellent fuel from the truck, better performance than we expected, in fact,” Greg says. “The response from other drivers on the road, and just anyone who sees it is phenomenal. It has been a great image-builder for our business, too, and I reckon it will help us attract good drivers in the future,” Greg says. “We started buying Scanias because we had a good recommendation from another transport operator who has run them. We really like the quality of build and the backup from Scania, because you’re dealing with the factory. The team at Scania Bunbury is particularly good, and so I will have the Black Amber serviced by them. They’re always on the ball,” he says. Express Freezer Transport (EFT) has 10 trucks – eight of which are Scanias. Their trucks are also used in the distribution of fresh produce for supermarkets. EFT has purchased three new Scanias this year: a P440 6×2 tractor, the R620 V-8 Black Amber, and a soon-to-be-delivered R480 6×2 tractor. “The first truck I bought was a Scania, a second-hand 82M rigid, and my first new truck was a Scania a 4-series, a 94 310 hp 4×2,” David says. The Express Freezer Transport R620 V-8 Black Amber is pulling a sharp new 49 ft. jumbo slider-side single refrigerated trailer that complements its stunning looks. “That’s my truck,” David says definitively, when asked about the new Black Amber. “I drive it most of the time and when I don’t, the driver who gets the text message that says he’ll be driving it the next day has a very big smile. “It’s a beautiful truck to go to work in everyday,” David says. “In the first week of driving Black Amber, three guys came up and offered to come to work for me, just because we had it on the fleet. I reckon the Black Amber definitely elevates our profile. It says something positive about you as a transport operator. “The Black Amber is such a distinctive truck, wherever we go not only do the fork lift drivers and dispatchers stop work to look at it, and pop their heads inside, but the office girls come out to see what all the fuss is about too. “It’s like dating a movie star. I expected other drivers would be interested in it, but everyone wants to look at it,” he says. David is not only a long-time Scania owner, he is also sold on Scania Maintenance and Repair Programs, which means his trucks will always be in prime condition. “All our trucks work six or seven days a week, but cover only around 80,000 km a year because we are delivering around the metro area. But they are hard kilometers, which is why I have these three new trucks on the Scania Maintenance and Repair Program. “It’s a no brainer for me because to be successful as a transport operator you have to know your costs as accurately as possible and control them. “You need to be able to keep to your budget or know when you are not, so you can take action and adjust your prices to be in line with your costs. “It’s about managing risk, so with the Maintenance and Repair Program, the risk is carried by Scania over 1,000 trucks, rather than my business across my 10 trucks,” he says. The Scania Black Amber Limited Edition trucks were created by Svempa, one of Scania’s long-time collaborators in the production of eye-catching trucks. In addition to the Black Amber metallic paint that really glows in direct sunlight, there are carbon-fiber look flames racing up the side of the vehicle, complementing the bold Black Amber name badge adorning the front of the Highline Cab. The special truck has black and chrome highlight wheels and plenty of piano black gloss trim, and inside the luxury continues with premium, perforated leather upholstery, a wood-and-leather-rimmed steering wheel and special carpets, while a large wooden commemorative plaque is fixed to the back wall.

For Better Bus Business, Use The Better Bus Mack Buses......outlasts them all Note the Volkswagen advertisement that freely admits the design benchmark for the legendary VW "bus" was none other than the Mack C-Series municipal transit bus. Indeed, imitation is the sincerest form of flattery. .

Wörth / Molsheim October 30, 2013 Mercedes-Benz’s Custom Tailored Truck (CTT) unit has expanded its offerings with the addition of 5-axle vocational chassis. Located in Molsheim, Germany, the CTT modifications center converts a standard Arocs chassis from the Wörth plant into a 5-axle variant. CTT handles development, production, sales marketing and service documentation, providing customers with a seamless solution. End customers benefit from the fact that the trucks converted by CTT enjoy the same high Mercedes-Benz standards of quality as regular production vehicles, and the same warranty and after-sales support. Custom-built trucks from Mercedes-Benz’s Custom Tailored Truck (CTT) unit are supported by Mercedes-Benz’s worldwide network of service locations. The Mercedes-Benz parts and service system provides detailed information on the full scope of the conversion including what parts were used. With twin steer axles and a steerable tag axle, 5-axle trucks are very popular across Europe. In Switzerland, 5-axle rigid trucks are permitted to carry a gross vehicle weight of 88,185 pounds (40 tons). In the Netherlands, a gross vehicle weight of 110,231 pounds (50 tons) is permitted for 5-axle rigid trucks. The new 40 ton-rated (88,185 pounds) 5-axle Arocs vocational chassis is purpose-designed for the construction industry. The Arocs is fitted with the “ClassicSpace” cab and has a wheelbase of 4250 mm (167.3 inches). The 5-axle conversion involves adding a 9-ton liftable air-suspended tag axle to a standard 4-axle chassis with twin-steer front axles rated at 7.5 and 9 tons respectively (16,535 lb and 19,842 lb) and two air-suspended drive axles rated at 11.5 tons each (48,502 lb bogie). The added steered and liftable tag axle increases the chassis’ legal GVW to 88,185 pounds (40 tons). With a total of three steered axles, the turning circle is reduced to 64 feet (19.6 meter) and a standard Arocs 8x4/4 becomes an Arocs 10x4/4. The chassis now has a technical off-road GVW capability of 97,003 pounds (44 tons). As part of the 5-axle conversion, chassis modifications included relocation of the AdBlue tank and air reservoirs, and alteration of the standard fuel tank design for greater capacity and additional ground clearance. From a very early stage, bodybuilders including dump body and concrete mixer manufacturers Meiller and Liebherr played an integral part in the development process. The modified chassis is built from the start with outstanding body-mounting ability, resulting in less cost-intensive and time-consuming dump and mixer body mounting.

Fleet Owner / October 31, 2013A new drain pan from Ken-Tool catches gear oil and grease drips before they fall onto wheels, tires and shop floors. The model 30600 axle drain pan is attached to the wheel using two or three lug studs with finger-tightened nuts. The lightweight, high-density polyethylene (HDPE) pan is contoured to rest flat with the sides gripping the wheel’s drop-center. The pan fits most 22.5- and 24.5-in., 10-hole hub or stud-piloted steel or alloy super single, wide-base and dual wheels. The pan features a pair of self-draining shelves for placement of hub covers, bearings, retainers, seals and hub or axle nuts. It holds up to 124 fluid ounces and features two drip-proof drain spouts for easy waste disposal. The HDPE plastic resists heat and warping, and deep sides and flat bottom prevent accidental spills on the floor or a work bench. .

Mack Rail .

The U.S. Army has for decades purchased mobile dynamometers. By generating tractive rolling resistance (power absorption), the dynamometer is able to test the tractive effort of both wheeled and tracked vehicles. Delivered to the Ordinance Department of the U.S. Army at Aberdeen Proving Ground in September 1940, the Mack Trucks M5 was based on a model FKSW 6x4 chassis powered by a 707 cu.in. 178 horsepower Mack model EY gasoline engine. The truck’s special retardation ability was accomplished by utilizing two Hale model MCT-8S 750GPM positive displacement pressure pumps. The Mack M5 weighed 50,000 pounds and could develop a retardation capability of 20,000 pounds. Pleased with Mack’s engineering, the U.S. Army ordered an additional 6x4 dynamometer from Mack Trucks within one year of the M5. The Mack M6 was based on a model LPSW 6x4 chassis, and featured an upgraded version of Mack’s proven 707 cu.in. model EY gasoline engine now rated at 195 horsepower. Like the M5, the Mack M6 weighed 50,000 pounds and had a retardation capability of 20,000 pounds. Both the Mack M5 and M6 were paired with Mack-designed and built power absorption (retardation) trailers which could add an additional 15,000 pounds of retardation. During the 1960s, the U.S. Army had Mack Trucks create a dynamometer based on the Mack M125 tactical cargo chassis. Little is publicly known about it. This picture was taken at Fort Belvoir in 1983. While standard M125s had an open-type tactical cab, this unit was custom-fitted with an enclosed cab to meet the Army’s requirement. Today, the Aberdeen Test Center continues to operate two mobile dynamometers, the M16 and M18 produced by Barnes and Reinecke. The 1978 vintage “heavy” M16 dynamometer’s power package utilizes a GM-EMD (General Motors – Electro-Motive Diesel) model EMD8-645E4 turbocharged diesel engine rated at 1,650 horsepower coupled to a GM-EMD model AR5 3-phase AC current generator. The power developed drives two GM-EMD model D79-F series wound four-pole direct current traction motors. The late eighties vintage “medium“ M18 dynamometer’s power package utilizes a Cummins model KTA-19P600 turbocharged diesel engine rated at 600 horsepower coupled to a General Electric model 603 3-phase AC current generator. The power developed drives one General Electric model 5GE773DS2 series wound four-pole direct current traction motor. (For those interested, this 2012 year PDF elaborates on the U.S. Army's Aberdeen, Maryland and Yuma, Arizona vehicle test facilities - http://www.dtic.mil/dtic/tr/fulltext/u2/a557002.pdf. The M16 and M18 are shown on page 18.) In addition, the U.S. Army’s Tank, Automotive, Research, Development and Engineering Center (TARDEC) has built a one-of-a-kind Power and Energy Vehicle and Environmental Lab (PEVEL) at the Detroit Arsenal which has 12 dynamometers paired with an environmental chamber that can generate up to 95 percent relative humidity, create wind speeds up to 60-mph, and simulate temperatures from -60°F up to 160°F. .

Mack Trucks - The First Name in Fire Apparatus .

Please forgive me. I'm going to blame it on jet lag. I corrected it.

There was a time when America's truckmakers led the world in technology. The Europeans were clearly behind us in every aspect of truck design. America's most cutting edge truckmaker, Mack Trucks, for decades put the world on notice that U.S. heavy truck design was second to none. And yet look at where we stand today. For a country in which trucking figures so prominently, it is a tragedy that all the trucks on the roads of America today, with the exception of Navistar and Paccar, are produced by the Germans and Swedes. It is a national disgrace that America no longer has the ability to compete and lead in our own domestic truck market. We are the greatest nation in the world, and yet we have allowed our trucking industry to be sold out to and controlled by the Europeans. If our industrial might and abilty for cutting edge innovation is now resigned to the history books, we should all take lessons in humility.