The Mack FR-1 Motorcoach

[kscarbel2]

It is a special pleasure for me today to share with you a very rare and little known segment of Mack history - the Mack FR-1 motorcoach.

Mack Trucks produced 24,188* municipal transit buses, school buses, inter-city coaches and bus chassis from 1900 thru 1960 (* total only includes U.S. domestic production).

From the 1930s to the 1970s, Mack municipal transit buses were a common sight across the United States in nearly every major city. The Mack model BK parlor coaches supplied to Greyhound during the 1930s were the epitome of long distance coaches. Later, Mack’s Sydney, Ohio plant (the former C.D. Beck) produced model 92-G and 97-D inter-city coaches during the 1950s, and the company’s effort culminated with the MV620-D prototype for Greyhound.

Facing a market contraction in 1959 combined with competition willing to sell their buses at minimal profitability (e.g. General Motors), Mack Trucks elected to phase out bus production.

In 1983, Renault introduced the rear-engined FR-1 inter-city motorcoach. It was available in two heights, two lengths (10.6 and 12 meters) and a variety of seating configurations.

(Like other major European bus builders, Renault did not offer any special configurations such as double-decker or underfloor cockpit designs. That market was left to specialized bus builders like Setra and Neoplan)

The FR-1 quickly became the best selling inter-city bus in France.

Following the rapid success that Mack Trucks and Renault were enjoying in the US medium truck market, the two companies during the mid-1980s decided to gauge US market acceptance of the Renault FR-1 motorcoach. After an absence of twenty-five years, Mack once again formed a bus and coach business unit, and promotion of the FR-1 began.

Unlike the European FR-1 which utilized Renault engines and ZF transmissions, the Mack version of the FR-1 was powered by the 335 horsepower version of the company’s E6 engine mated to a Mack Maxitorque T2050A five-speed overdrive transmission

Several demonstrators were built including both two and three axle versions. Twenty-five Mack FR-1 buses were placed in fleets for long-term evaluation. Operators were satisfied with the buses performance, fuel economy and overall operating costs, but American passengers felt the FR-1 lacked the high trim level they were accustomed to on US market coaches.

Mack’s FR-1 demo units were frequently used to carry Mack employees to and from special events.

With European sales continuing to climb and US operators wanting a more luxurious bus, the twenty-five buses were all bought back, shipped to France and converted into European-spec Renault FR-1's.

Cooperation with buses did continue. A Mack version of the Renault PR100 municipal transit bus enjoyed healthy sales down under in Australia with 650 units delivered.

Acting on the demand of the company’s dealer network to get back in the medium duty truck market, Mack made the brilliant decision to cooperate with Renault and market an Americanized “Mack” version of its Berliet/Saviem medium trucks in the US market. Not having produced medium trucks for many years, cooperating with Renault allowed Mack to quickly get back into the medium duty segment with an already proven product.

Testing US market acceptance for a Mack-powered FR-1 was another example of Mack and Renault examining where viable synergies between the two companies could be found and exploited. Looking back, we can see the European style intercity-coach did not mesh with the thought process of American riders. This was respected and the project canceled. But there was not a thing wrong with the FR-1 and its Mack drivetrain.

It’s important to note how Renault understood the value of Mack, the value of the brand and the capabilities of the company. Renault continually assisted Mack and encouraged the company to continue with its self-development. At the same time, Renault looked up to Mack’s engineering expertise, and made use of Mack components (e.g. the Mack-Scania V-8) in Renault commercial trucks (and military vehicles). Most importantly, under Renault, Mack remained Mack.

In contrast, Volvo wasted no time in shutting down Mack and the product Volvo quickly put the brand under the roof of Volvo headquarters in Greensboro, North Carolina and switched the product over to Volvo global components.

[kscarbel2]

Mack To Import Buses Made By Renault

May 09, 1985 | The Morning Call

Mack Trucks Inc. will begin importing Renault-made inter-city buses into America this October. John B. Curcio, Mack's president and chief executive officer, made the announcement yesterday at Mack's annual shareholders meeting at Mack World Headquarters in Allentown.

Each bus will carry the Mack nameplate and be powered by a Mack engine and transmission, but will be assembled in France by Renault.

"After 25 years, the Mack name will return to the intercity bus market with the debut of the FR-1 coach," Curcio told the shareholders.

The FR-1 has been sold in Europe since last year by Renault, which imports diesel engines and power trains made by Mack in Hagerstown, Md.

Larger than mass transit buses used in urban areas, Mack's bus will have baggage room and lavatory facilities.

"The FR-1 is the most advanced vehicle of its type in the world, with electronic technology and passenger comfort features that have made true luxury bus and coach travel a cultural phenomenon in Europe," Curcio said.

"Also important is the fact that the FR-1 is powered by our proven, fuel-efficient and durable Mack diesel engine and our new T-200 transmission, with parts and service availability from approximately 800 Mack outlets in North America," Curcio said. Renault, the largest company in France, owns 40 percent of Mack's stock.

Industry sources said Mack hopes to initially sell about 250 buses a year, or 10 percent of the yearly 2,500-unit bus market in America.

The buses, which are expected to cost between $150,000 and $200,000 each, will be sold through Mack's established dealer and distribution organization.

Most of the 2,500 inter-city buses sold in America each year are manufactured by Motor Coach Industries (MCI), a wholly owned subsidiary of Greyhound Corp., or Eagle International, a wholly owned subsidiary of Trailways Inc.

A small share of the market is held by Prevost, a Canadian manufacturer, and Mercedes-Benz of Germany. General Motors stopped making buses about a dozen years ago (Although a leader in transit bus sales, GM discontinued production of inter-city buses in 1980 after having only produced an average of 230 buses annually since 1975).

Mack, which at the turn of this century was manufacturing buses before it made its first truck, had halted all bus production by 1960.

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[kscarbel2]

Mack Trucks Re-enters Intercity Bus Market

October 02, 1985 | The Morning Call

Mack Trucks Inc. of Allentown yesterday announced its re-entry into the intercity bus market with the introduction of the FR-1 motorcoach.

The bus is powered by a Mack “Econodyne” 335-horsepower, six-cylinder diesel engine and driven by a Mack T-200 series five-speed manual transmission or a ZF five-speed automatic transmission. The coaches will be assembled in France by Renault, Mack's minority owner, and sold under the Mack nameplate.

Mack spokesman William D. McCullough said the buses will be assembled in France "in the beginning." He said it was "too early to say," however, if the buses might someday be assembled in the United States.

Mack said the bus is the "Americanized" version of FR-1 which has been made and sold in Europe since last year by Renault. The overseas version also uses Mack engines and transmissions.

The FR-1 will cost between $150,000 and $200,000 and can carry up to 53 passengers. Mack hopes to capture a 10 percent share of the 2,500-unit-a-year American bus market.

McCullough said the company hopes its more than 800 sales,parts and service centers will make Mack buses more attractive in its market.

The Mack bus will compete in the United States against four major bus manufacturers: Motor Coach Industries, Eagle International, Mercedes Benz and Prevost.

Mack started out in 1900 by building the country's first motorized touring coach, according to the company. It stopped building buses in 1960 to concentrate on making heavy-duty trucks.

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[Green Dash]

Excellent info! Thanks for sharing.

[mack mhe9]

Now all I have todo is find one and I ll have a sweet RV.

[Lmackattack]

Had no clue they made buses in the 80's.......wonder if leg room was an issue? Cough ...R model.....cough

[farmer52]

When I worked at Hagerstown, I was able to get a ride in one (1985/1986). Nice ride.

[mackdaddy]

I remember the ads and seeing one when visiting Macungie. It sounds like everyone was accounted for and shipped back to France?

[rsb502]

I had one of those in HO scale, made by Herpa I think, looked identical to their Renault version and neither had badging so either could be labelled mack or Renault with the right decals.

[rsb502]

I lied, they were made by Busch, I found the ad in an old Walthers catalog, catalogs newer than the late 90's only list the Renault version.

[rsb502]

Oh and heres a Mack bus someone already converted to a motorhome, pretty cheap for the rarety of it in my mind.http://www.ebay.com/itm/1957-mack-bus-/111260236328?pt=LH_DefaultDomain_0&hash=item19e7a07a28

[bulldogboy]

kscarbel2:

Why didn't Mack/Renault bring the trim levels up to what American passengers wanted (whatever that was)? If the operators were happy with the buses' costs and performances it would

seem that Mack could have captured a large share of the U.S. bus business.

bulldogboy

[jakebrake86]

Oh and heres a Mack bus someone already converted to a motorhome, pretty cheap for the rarety of it in my mind.http://www.ebay.com/itm/1957-mack-bus-/111260236328?pt=LH_DefaultDomain_0&hash=item19e7a07a28

I've never been a huge bus fan, but that thing is friggin' sweet.

[kscarbel]

kscarbel2:

Why didn't Mack/Renault bring the trim levels up to what American passengers wanted (whatever that was)? If the operators were happy with the buses' costs and performances it would seem that Mack could have captured a large share of the U.S. bus business.

bulldogboy

Let us say there were two style directions at the time. On the North American side, you had MCI and Eagle Bus (which ironically has European roots from Setra). Across the Atlantic, the European buses had a different style, more function over form. It would have been challenging to take the FR-1 and aesthetically make it into an MCI-like coach. It was worth a try and an honest attempt was made. And ironically, the styling of the leading bus makers in the North America, South America (e.g. Marcopolo), Europe (e.g. Irizar) and China (e.g. King Long/Higer) are today much the same.

While the FR-1 wasn't a success in the US, Mack sold 650 PR series municipal transit buses in Australia.

And of course, the success of the Mid-Liner series exceeded everyone's most optimistic predictions. The two companies realized many valid synergies together.