bbigrig

Not the case in Canada...and Canadian Heavy haul company drivers and O/O's that haul into the states need a place to stretch out and relax while waiting to be loaded or unloaded in some cases. Don't know to many that get put up in hotels every night either.

That is what has been said for years. You get excuses like "the market is too small for the investment" and other reasons that make your eyes roll into the back of your head. Paccar and and the Dailmer group seem to be doing fine with heavy speced trucks with mid and large sized sleepers. Why would Mack want to do that??? Hmmmm...I forgot, you can order a heavy speced D16 midrise Volvo too.(The VNX is a fine example...Look it up!) It comes down to trying to make sense of nonsense. Even the salesman that are told to push the product to gain market share have their hands tied and lose customers over it. Sad really.

Lo -pro 24.5 adds weight to the truck. 24.5 tires low pro or normal are becoming rare in Canada. there is no benefit to using that wheel and tire size here. All a 24.5 wheel does up here is add more weight to the chassis. (More steel or alum. to the wheel) 22.5 does just fine.

If I remember correctly there is no longer a non automated 13 speed Fuller transmission that doesn't have a double overdrive (usually .86 first split and .73 final split) Second last hole in high split is 1:1 gearing. Sure the M-drive is great and if you guys are planning on leasing the trucks you won't have as much exposure to issues or costs related to an older or trade in value M-drive. Currently I am waiting till late 2016 before we purchase anything new from Mack. Late 2016 is the possible release of the new Cab and sleeper. SE is Super Econodyne which is only available with the M-Drive. Did you talk to my Salesman in Stoney Creek? He would probably steer you the same way I would. Our Combo is running 1350RPM at 100km/h

A 13 speed is a castrated 18 speed. pretty much the same gear steps only with an 18 you can split both ranges. Mack 18's and Fullers are close but depending on the version of either Mack or Fuller you can get some weird gear combo's. I've got a T2180 with a serious low range reverse gear that is comparable to the 12 speed (TRTXL1070B) deep reduction reverse. When its in high range reverse its like a normal low range reverse on a Fuller. The BIG difference with a Mack 18 versus a Fuller is the Mack won't last as long or take as much abuse....And will cost more to repair......

B.S. One of the Canadian big wigs that has influence and reports to U.S. engineering/marketing on behalf of the Canadian market feels Canadian customers dont want or need the bigger bunks....He said that right in front of me and I almost fell on the floor. He also passed along that his U.S. counter parts felt the same way. Besides, You can get all of those things we speak of on a Volvo VNX etc....LOL

425 was available but uncommon. I've seen them more speced with Allisons in Granites years ago. You wont see much of a difference between the 425-445. I've also come a cross MP engines that have been reprogrammed at a Mack dealer the proper way through Volvo (LOL) They changed the ECM program the proper way with all of its documentation but never affixed the decal for the valve cover on the unit. It happens. From the sound of the spec it should haul good. I have 3 2008's with MP485C's. all are doing well and all have had Injector cups changed to Stainless cups. Understand one thing, even if the cups have been replaced no matter what the year of the MP engine. If the tech was in a hurry or just out and out didn't follow the proper procedures, It will fail again. My failures have been all over the map. Not all bad but I noticed the issues with cups tended to come out of one of the 4 dealers I deal with more then the others. Its a good engine, especially the bottom end. Run it. My 2013's have more exhaust electronic sensor issues then my pre 2010's

Simard has a deal with Mack to install the twin steers. They have done some at the Mod Center but Simard is cheaper and quicker from what I'm told. (I believe Mack doesn't have the space to do as many as the Canadian market is demanding these days) My salesman tells me at Macungie they strap the Mack steer axle and other OEM components to the trucks and road it up to Simard in Quebec for approx $17,000CAN. Its a cut and dry fee. The parts, the install and the transport to the dealer and they do them there en mass. They even move the SCR/DPF systems on the passenger side of the truck depending on the required front end wheelbase depending on the provincial destination. Basically you can get more weight on a twin steer up here then you can with a steerable lift in the next few years, so Simard will be keeping busy until Mack takes it all back over.

We have been over this before a few times....have we not???? Just keep in mind the faster the rear end/direct drive trans combo, the more torque you are putting on the drive line and rear end. 445C is the way to go and remember, us Canadian guys hauling on US turf haul the same weights you guys do. 8.3mpg hauling 80,000GVW usually down to the Mid-west US from Ontario, Can. 445C-13 fullerOD 355 Eaton rears on 22.5. That spec for us is best because it could be hauling US 80k GVW 4 days of the week and 110k GVW here in Canada the next. Buy the truck already...LOL....if you are leasing it for 4 years tweak the spec on the next one if it doesn't do what you want this round. I do need to ask, Have you driven an M-drive with a load yet? I have and wasn't that impressed... especially on decels at lights where the clutch doesn't disengage or doesnt down shift/decel and it feels like you are stopping not only the load behind you but a truck that is still under power. I've heard horror stories of the first version I-shifts and there clutch solenoids not disengaging. Drivers having to push the brake pedal through the floor to stop from running into the back of a car. Over $4000 dollars premium on the purchase price and another hit on the trade in value....yes, in the thousands again$$$$$. Ask yourself...high drivetrain torque, expensive option, low trade in value....Why would you go M-drive?? Are going to save that much in fuel???

G.M.Smith in The Toronto area tried to order in an Australian Mack Titan years ago to fill the void left by the then cancelled RW and RD800 models. Never materialized. Too costly and no engineering for making the truck left hand drive. Mack Canada heavy haul customers cried for years wanting the Australian designed Titan and Superliner for heavy haul usage. The Australian sleepers are also nicer then our US designs with button tuck panels, windows, heck even 60" midrise sleepers on the Titans. All we get here is a 32" coffin.

I recall the Macks of yesteryear didn't require flesh to sell them. Unlike most of the competition these days.

We could go on about how the plant was never really outfitted to do in house bunk mounts but it had more to do with what the customer ordered. Back in the 80's if you stocked trucks with more then a 200" wheelbase it could have a sleeper added, cut down to a shorter wheelbase or left alone to haul gravel etc for maximum gross weights. Not very many trucks sat on Canadian truck lots with a sleeper already mounted. It made sense to have the customer custom order the bunk and just slide the exhaust back. The Fuller tranny thing made the truck lighter and oif I'm not mistaken cheaper to order then a Mack trans. Customers ended up ordering more of them. Even today you would have a hard time finding a Mack trans in a Canadian stocked truck after 1988 or so.

You will find the engine ID plate normally under the edge of the cylinder head driverside of the block. If I remember of the top of my head up to 91 was an RVI 06-20-30 91 and up was an 06-02-26 96 and up was an E3-220ACE All above were only MS/CS 300 series.

What year is the CS300 frog dog?

Roll offs that spend their life hauling bins in Toronto get the snot kicked out of them day in and day out. Glad to hear you went to look first. A fresh coat of paint on an old dog always make me nervous.

Nothing special about Canadian E9 powered Macks. Up to 500hp unless tweaked by some tweaker outside of what came from the factory.

BUMMER!

I'm not interested in the mufflers....... but cutting 4 bolts per bracket and taking the whole sha-bang home is quicker for me and you. All you need is compensation$$$$$$$. You must own a scrap yard......or something. I will call you tomorrow.

Whats your answer on the stack brackets and heat shields on the purple cut up Superdog???? Yes or No????

That could be when The Persian Gulf War started and the US Gov. basically took every RD800 out of Mack's stock for Tank transporters. I think that was around the same time but could be wrong. They even took used RD800's out of the market for Military use. Correct me if I'm wrong with the timing boys because this would be one of those trucks. Excellent find. I wish.......

Canadian truck show teaser. The Superdog on the left has the same size sleeper as I picked up. I've got lots of these and miss those days.

The MHD hasn't been doing too bad up here. I'm only starting to see them catch on. A few Ontario fleets have bought some for plowing season coming up (Gazzola Paving etc.) and heavy straight trucks. They are priced right up here but with the Cummins power cross over I have seen Mack dealer shops have issues getting parts and diagnosing the power plant in a timely manner for the customers sake. I have contemplated ordering and MHD tractor for some of our light city loads. Funny thing is that Mack doesn't allow you to order an MHD as a tractor so the order would come in as a straight truck with full trailer connections on the frame. A Mack engineer in Macungie told me Bulkmatic was looking to try the same spec for certain work. The ISL is a neat motor but not as robust as many think. I've seen many in municipal use with block issues and bent rods.(especially from sudden EGR cooler failure) The City of Toronto is starting to order more Mack Granites and LE's. All the Toronto orders are MP7 with Allison. They have lots of ISL's in Shakers so they may be on to something.

I also have piles of photos of Canadian truck show displays from the late 80's and early 90's. I worked for a company that set up the Mack displays before Gribble transport took the Canadian displays over. Will have to start another thread some day and spend some quality time with the scanner.

Below is a picture of one of the promotional Canadian Superliner tractors for Can-Am sleeper manufacturing Co.

If you would like to sell me the stack brackets (X2) mufflers and heat shields assemblies that would be great. How much $$$??? Also any Red Mack interior panels.(long shot)