New Mack Logo

[gearhead204]

the e 9 was feared out west on a up hill run, but was laughed at one you crested the summit, I feel the lack of an effective eng. brake also lead to lower sales #. cummins was the preferred eng of choice, followed by cat then Detroit. a lot of people loved the v-8 but got tired of hearing I need shoes and drums this week end.

[Lmackattack]

It seams Mack has always had financial issues.... Why was this when it was such an icon and found on every construction site in America. The B and R models seam to surpass all other makes when it came to build quality. Not to mention build numbers. Add to that the maxidyne performance you would think Mack would have been #1 and in the black for most of the 50's, 60's and into the 70's?

One again Great info kscarbel!

[RFCDrum]

I also think Volvo killed the E9 also since it was a V8 and Volvo were strictly building inline motors. It didn't fit in with their idea of engine building.

Rob

[41180]

the e 9 was feared out west on a up hill run, but was laughed at one you crested the summit, I feel the lack of an effective eng. brake also lead to lower sales #. cummins was the preferred eng of choice, followed by cat then Detroit. a lot of people loved the v-8 but got tired of hearing I need shoes and drums this week end.

that is true. The dynatard was pretty much worthless. Ive said beforea tuned e9 could keep up with our mp10's iI'm sure even a really tuned up one might even pass a stock mp10 but on the down hill watch out because that mp10 powerleash is 10 times better than that e9 dynatard

[Green Dash]

It seams Mack has always had financial issues.... Why was this when it was such an icon and found on every construction site in America. The B and R models seam to surpass all other makes when it came to build quality. Not to mention build numbers. Add to that the maxidyne performance you would think Mack would have been #1 and in the black for most of the 50's, 60's and into the 70's?

One again Great info kscarbel!

I was unaware of how bad the problems were until reading this thread. I wonder if the root of the problem was the lack of "truck people" on the Board of Directors for so many years.

[Eastcoastdiesel]

I think that's an all around thing to say about a lot of companies and organizations. I love how our president is trying to manipulate the rules of trucking, yet if bet he never has been behind the wheel of a truck, let alone in real world situations.

But enough subject change, I think the logo is sorta funny, and mack in my eyes has taken a fall from grace since the older days,

especially before my time. I actually have to point out that when I was a kid, every truck was a Mack truck because when I was growing up they had a major foothold in the truck market with their dependable trucks.

But nowadays, as a diesel mechanic and fixing a fleet of 28 07+ cxn613 visions I see a lot lacking. Maybe it's just me loving the trucks from my era or maybe mack is just trying to hard with people who don't know what to do in the seat of a truck manufacturing company, either or, I will have to say I still love my Mack's.

Sent from my iPhone using Tapatalk

[hatcity]

ECD-is that a horses ass in your pic?

Should make that some one elses avatar

[Green Dash]

ECD-is that a horses ass in your pic?

Should make that some one elses avatar

He must have a shitty outlook 'cause I think I see a pair of eyes back 'ere.

[Eastcoastdiesel]

Not quite!

But I can give you some if you want haha

Sent from my iPhone using Tapatalk

[j hancock]

Nahhh.....that's where the food goes in.

Not where it comes out.

[Challenger]

Please allow me to explain, in further detail, how we came to arrive at this point today.

I’m not for a moment going to tell you that the executives of America’s truckmakers were/are all angels (although Zenon C.R. Hansen was), but I will bluntly tell you the business culture today at most of Europe’s truckmakers is altogether different from the United States. The word ruthless doesn’t begin to describe it. Frankly, we Americans aren’t accustomed to the underhanded way they execute to get ahead, and it puts us at a business disadvantage.

That is why I say, complacency kills. We Americans are never ready to deal with the ruthlessness of foreign opponents but you adapt and overcome. All failures are do to failed leadership. Mack being bought out by Volvo is related to failed leadership. This is just my opinion.

[bullhusk]

Not quite!

But I can give you some if you want haha

Sent from my iPhone using Tapatalk

Now dats what I call horse power!!

BULLHUSK

[kscarbel]

It seams Mack has always had financial issues.... Why was this when it was such an icon and found on every construction site in America. The B and R models seam to surpass all other makes when it came to build quality. Not to mention build numbers. Add to that the maxidyne performance you would think Mack would have been #1 and in the black for most of the 50's, 60's and into the 70's?

Once again Great info kscarbel!

No, no, thank you for sharing a good discussion.

My friend, I respectfully suggest that it's inaccurate to say that Mack Trucks always had financial issues.

To depict Mack Trucks as a company that was constantly in financial hardships couldn’t be further from the truth. The company was growing in leaps and bounds from its inception.

Every car and truck maker is constantly financially challenged (the Big 3 in 2008-2010). It’s the nature of the business. Adding to that, the truck business is quite cyclical.

Another key aspect to consider is from the late 1970s, we were entering the era of lean “just-in-time” production, an entirely new age of manufacturing that required changes in how we did business.

Mack Trucks was proactively reshaping itself to adapt to meet the new challenge. While invisible to the customer and without any negative effect on product development, Mack Trucks from the end of 1979 thru the summer of 1986 took aggressive steps to reduce expenses. These actions included the opening of a high-tech US$80 million assembly plant in South Carolina for the ‘80s, ‘90s and 21st century, and the reduction of non-union employees from 6,000 to 3,500.

Broadening its product range by re-entering the medium truck segment was another example of a Mack Trucks re-entrenching itself for the long run.

For the purpose of discussion, using January 7, 1965 as a starting point when Zenon C.R. Hansen took over, Mack was on the move and making money.

On this forum, there are those that misunderstand the Signal Companies* involvement with Mack Trucks. Zenon went into that agreement to fuel Mack’s growth, under the condition that Mack Trucks retained its autonomy. The goal and condition were both met.

The UAW challenged Mack Trucks in the 1980s when Jack Curcio sought to replace the antiquated 61-year-old Plant 5C in Allentown and establish a new 537,000 square foot non-union plant in Winnsboro, South Carolina (a right-to-work state), reducing Mack’s exposure to the high-cost union environment.

The new facility would take advantage of the latest production technologies, and be the first U.S. truck plant to employ the modular assembly concept (as was being used at Scania).

The modern layout of the new Winnsboro plant required fewer employees. High efficiency production and material handling equipment including state-of-the-art robotics, integrated information systems and statistical process control allowed Mack to manage inventory and production scheduling more effectively and produce a higher quality truck at lower cost.

(Winnsboro was managed by Don Lindgren, who had formerly overseen Plant 5C)

In describing the challenges of America’s truck industry in December 1986, Jack Curcio said,

"We operate in an environment of vigorous competition and industry-wide overcapacity. The combination of trucking deregulation, a globalization of the economy and a decline in the size and volume of freight being hauled has created a more efficiency-conscious customer, and suggests little prospect for growth in industry volume through the next few years."

“Foreign producers have now entered the North American market - the last open frontier for their products. While many have formed alliances with domestic producers, the influx of other independents will heighten even further the competitive challenge faced by all participants."

Mack was projecting that the U.S. domestic industry would sell no more than 115,000 units in 1986 (roughly the same volume as 1984 and 1985), with the possibility of perhaps, at best, "a modest increase or 1987."

"Given our present deflationary environment, and the still emerging competition from offshore manufacturers, it is likely that the severe industry-wide price competition we've seen over the past two years will continue."

"Mack's future success requires that we substantially reduce our production costs and bring our overall corporate cost structure into line with our expectations for operating levels. Current market conditions dictate that we become as lean as possible, and we will continue to do more with less."

I have respect for United States Marine Corps veteran Jack Curcio (5th Marines, 1st Marine Division, Korea 1952-53). But how he went about moving towards his vision of a new status quo with the UAW came at great expense to the company. Zenon always had a good relationship with the union, one of his amazing abilities to find common ground with people.

Perhaps a more tactful Jack Curcio would have had a greater chance of success, but I suspect the UAW’s international office* would have maintained their uncooperative stance.

I believe the UAW failed to modernize their thought process and evolve with the changing times. Thus it bears considerable blame for Mack’s financial troubles by 1989 that forced Renault to step in.

Macungie’s union workers voted in favor of accepting the wage concessions Curcio wanted so that production would remain in Allentown.

Local 677's negotiating committee on Saturday January 18, 1987 endorsed a six-year contract calling for wage concessions but promising jobs at the new South Carolina plant to at least 600 of the company's laid-off Pennsylvania workers. But, the UAW refused to disclose results of the balloting.

Local 677 president Kim Blake said, "This agreement was unanimously approved by the Local 677 bargaining committee."

The dispute between Local 677 and the UAW's international office in Detroit became so intense that the UAW imposed a news blackout.

In the end, the UAW ignored the voting results at Local 677 and told Curcio that wage concessions was out of the question. Only then did Curcio move forward with the South Carolina plant.

However, within a week, the UAW's international office said it would withhold approval of the contract because of terms it viewed as unacceptable.

After opening in August 1987, the UAW successfully unionized Winnsboro in April 1989. Mack did benefit from a modern new state-of-the-art plant, but the potential savings of a non-union facility vanished.

Financially challenged by the summer of 1989 due to the UAW, Renault stepped in because the French truckmaker remained so impressed with Mack.

Renault initially was no more than a minority stakeholder, a position was born out of Mack’s decision to sell a U.S. version of Renault’s popular medium truck range.

As Mack President Al Pelletier said in March 1979 during his announcement that Renault purchase a stake in Mack, "In the long run, we will need a partner to compete with all the giants of the industry. We looked for a partner and we found one in Renault."

Al Pelletier’s successor John Curcio said of Renault, "They came to the party in 1983 when nobody else loved us."

However, as RVI Chairman Phillippe Gras stated, "A few years ago, we were satisfied with Mack because it earned money at a time when RVI was losing a huge amount. We would now like to see this investment produce a good return."

I have no problem with worker representation. Like Zenon Hansen, I believe worker representation, done right and legitimately, has a place in business.

However, here’s an example of why the UAW troubles me. http://www.autonews.com/article/20140312/OEM01/140319927/uaw-slams-decision-giving-anti-union-workers-voice-in-vw-dispute

If the UAW of the 1980s had been willing to enter into a new era of cooperation and compromise with Mack, as the UAW of 2008-2010 had been forced to do during the Big 3’s financial crisis, Mack Trucks would be with us today. And, the replacement facility for Plant 5C would have been located in the Lehigh Valley rather than South Carolina.

Jack Curcio realized the threat presented by the foreign truckmakers in the United States, and was trying to reshape the company in the face of changing times, enhancing efficiency and profitability to ensure Mack’s long-term survival. But the union didn’t heed his warnings of the dark clouds ahead, and chose to proceed with business as usual (when the Big 3 were on the verge of collapse, threatening the UAW’s existence, it amazingly became very cooperative).

Note: Per Navistar spokesman John D. McDonald, Navistar was interested in buying Mack only if Renault was willing to sell its stake.

* In 1964, Garrett allowed itself to become a subsidiary of The Signal Companies, the nation's largest west coast oil company, in order to avoid a hostile takeover by Curtiss-Wright Corporation.

In 1967, in order to raise capital to support Mack's rapid growth, Mack Trucks agreed to become a subsidiary of The Signal Companies on the condition that that Mack was guaranteed complete autonomy (a requirement demanded by legendary Mack president and CEO Zenon C.R. Hansen).

Thus, both Mack Trucks and Garrett AiResearch were subsidiaries of the Signal Companies.

Signal purchased Mack Trucks in 1967, sold 40 percent to Renault in July 1983 and sold 50 percent in a public offering in August 1983. The remaining 10 percent (3.1 million shares) was sold in July 1986 by the Henley Group, a corporate spin-off resulting from the Signal-Allied merger.

In 1985, Signal merged with Allied Corp. and became Allied-Signal. The company bought Honeywell in 1999 and adopted the Honeywell name.

[kscarbel]

that is true. The dynatard was pretty much worthless. Ive said beforea tuned e9 could keep up with our mp10's iI'm sure even a really tuned up one might even pass a stock mp10 but on the down hill watch out because that mp10 powerleash is 10 times better than that e9 dynatard

Comparing the modern Volvo Engine Brake (rebadged as Mack “Powerleash”) to the Mack “Dynatard” engine brake is rather unfair.

I-VEB (Volvo Engine Brake with Intelligence) was introduced in 2006, while Mack “Dynatard” was designed long ago.

I have a close relationship with Jacobs. They are amazing people who engineer the world’s best engine brakes. It’s no wonder that Daimler hired Jacobs to design world-leading engine brake for the OM 471, OM472 and OM473 (DD13, DD15 and DD16) rather than design their own.

An EPA2010 Mack E9 would certainly include the latest Jacobs engine braking technology.

[kscarbel]

I didn't mean CL I meant CH. No over the road big power. CL was a great workhorse. My only point was that Mack failed in the 90's under their own management and they can't blame Volvo for that.

While failed leadership can obviously lead to a company’s downfall, the case of Mack Trucks was different.

From 1992, Volvo had made a decision to acquire its fourth U.S. truckmaker – Mack Trucks. Engaging in ruthless and disreputable activities, Volvo acquired the allegiance of several Mack and Renault executives. Then working from the inside out, Volvo was able to take the ball down to their end of the court.

I find Mack’s board of directors guilty of not adequately vetting the integrity and principles of Marc Gustafson.

After wasting 11 months in 1989 under the helm of Ralph Reins, Renault became Mack’s majority stakeholder in 1990. The French truckmaker sent a brilliant warm-hearted man across the Atlantic to lead Mack in the form of Elios Pascual. You would almost have thought Zenon Hansen had returned, as Elios fired back up the Mack spirit that Zenon had pioneered.

Elios Pascual was no stranger to Mack. He had been Renault’s representative to Mack since 1978, and was part of the team that developed the Mid-Liner medium truck range from 1979.

When Renault assumed control, Mack employees were at first very concerned, needless to say, about what would transpire under Renault. But the outgoing Elios Pascual immediately reached out to Mack employees, helping them realize that Renault was dedicated to making Mack strong again. Pascual quickly earned the trust and respect of Mack’s employees, and revived the Mack team spirit originally inspired by the legendary Zenon C.R. Hansen. Altogether, Renault invested over US$300 million in Mack Trucks.

As acting Mack president from 1990 to 1995, Elios Pascual began a series of initiatives that resulted in impressive strides forward.

From 1993 thru 1999, Mack Trucks increased its heavy truck market share in the United States for seven consecutive years.

Mack sold 34,264 trucks in 1999, a 28 percent increase over 1998

The company's market share in 1999 reached 13.1 percent, up from 12.8 percent in 1998.

1999 U.S. market share

Freightliner 31.9%

Navistar International 15.9%.

Mack 13.1%

Kenworth 10.9%

Volvo 10.7%

Peterbilt 10.2%

Ford/Sterling 5.5%

Mack’s Canadian sales ticked down in 1999 to 2,858 units, as market share declined from 10 percent to 9.3 percent.

However Mack Australia’s 1999 sales rose 6 percent to 746 trucks, with a 12.1 percent market up from 11.7 percent in 1998.

Mack exports grew in 1999, with a 22.5 percent share in exported North American heavy trucks.

With Mack truck sales solid and growing throughout the 1990s, Volvo remained obsessed with acquiring Mack Trucks and buying up yet another American truckmaker’s market share (Autocar, GMC, White).

[james j neiweem]

KS I believe you are right about the unions at that time pushing management to the wall and not budging or comprimising. A lot of US companies were lost in the industrial north and midwest because of union tactics. I tend to think behind the scenes there was communist influence in the unions. Now they are trying to get a strangle hold on the public sector. Not a good trend for the rest of us.

[Challenger]

If the UAW of the 1980s had been willing to enter into a new era of cooperation and compromise with Mack, as the UAW of 2008-2010 had been forced to do during the Big 3’s financial crisis, Mack Trucks would be with us today. And, the replacement facility for Plant 5C would have been located in the Lehigh Valley rather than South Carolina.

So the UAW and Volvo are the reasons for today's Mack? Its good to see you point the finger at someone other than Volvo.

[2stacksuperdog]

i was told that some Mack employees were mad over mack trying to break the union and caused some mischief which let to people getting injured or killed and mack getting sued.

[bbigrig]

I am going to stick my neck out as a fleet owner and mechanic to point out something I noticed in Canada that had to do with a huge loss in Mack market share up in the great white north.....

MACK ENGINES of the 90's and on.....

The original E7 did very well here and sales of CH and others climbed where fleets that would not normally look at Mack had to start to admit that E7 was a good motor.

Although there is no comparison to the E6 R-model days of market share there was a glimmer of hope in sales here as Mack was offering a fairly reliable unit that companies and owner operators could rely and profit from. The E9 has been beaten to death here in this thread, so onward......

I can remember between 1998-2000 and on where the E-Tech was rolled out, many Canadian customers were still buying and ordering under the reliability and reputation of the E7. The crossover to E-tech would see their brand new trucks go down within 100,000kms for camshafts, oil coolers etc. Some with multiple cams being installed. Even KS's stats for market gain runs with E7 production and shares fall 1.5 years after E-tech roll out. (Imagine that!)

Reliability went out the window and so did customer satisfaction up here. I was Lead hand tech at a company that has close ties to Mack Canada since the 60's and couldn't believe having to send 1 to 2 trucks a week back to the dealer for the squeak from Cam issues etc. We would order and trade in 25 Macks every year. I then moved on to Bison Transport in 2001 where we had over 800 Volvos (VE powered) with a mix of Kenworth and Freightliners to round out the fleet. To my excitement, Bison ordered 30 Mack Visions and I watched every one of them fall flat on there face in fuel economy, pulling power, and reliability.(Most needing Cam's in the first 2 years of operation) Those 30 Visions were all flogged off in the first 3 years of operation as the worst test order I've ever witnessed and Bison ever took delivery of. They still run Volvo with Volvo power today.

The ASET was another disappointment I would rather not get into.

Sure Volvo poured more into there own powertrain R and D in that time period. I would love to see what other engine designs that Mack engineers were working on that Volvo may have forced them to pass on during the transition.

Until I get to see these ideas or designs, I will be left with the factual crap that Mack put out for all those years since the E7. Basically add ons to the E-Tech block design that Mack unveiled years before Volvo.

I'm glad Volvo installed the D series engine design into the Mack chassis. MP has its issues but in economy, reliability and resale it already has surpassed my ex ASET and E-tech powered Mack's in every category except not being of a Mack design.

The ASET's I had almost lost me as a customer looking to run my fleet in the black.

But due to a degenerative Mack gene in my family, I stuck it out.

I'm still glad I did and proved to myself the rewards of being loyal to a product and people that has had a HUGE impact on my past and now my future.

Today with my Macks OLD and NEW, things are looking up and forward. Not down and backwards.........

[bullhusk]

Comparing the modern Volvo Engine Brake (rebadged as Mack “Powerleash”) to the Mack “Dynatard” engine brake is rather unfair.

I-VEB (Volvo Engine Brake with Intelligence) was introduced in 2006, while Mack “Dynatard” was designed long ago.

I have a close relationship with Jacobs. They are amazing people who engineer the world’s best engine brakes. It’s no wonder that Daimler hired Jacobs to design world-leading engine brake for the OM 471, OM472 and OM473 (DD13, DD15 and DD16) rather than design their own.

An EPA2010 Mack E9 would certainly include the latest Jacobs engine braking technology.

I have a Western Star 4900 demo with a Detroit 16 liter 600 The Jacobs brake is great on this engine esp. When the thing pulls 80,000 like it was pullin the skin off a hot dog!! I love this engine but am opting for the DD 13 470 hp for weight reasons and will be ordering Freightliner Coronado's instead of the WS ,again weight. I think the Detroit Diesel is the best Engine on the market today and as far as the Jake Brake goes, ya just order them an forget about them cause they are trouble free, I just hope the DD 13 is as good as the 12.7 14' an 15 liter has been to us!

BULLHUSK

[kscarbel2]

I am going to stick my neck out as a fleet owner and mechanic to point out something I noticed in Canada that had to do with a huge loss in Mack market share up in the great white north.....

MACK ENGINES of the 90's and on.....

The original E7 did very well here and sales of CH and others climbed where fleets that would not normally look at Mack had to start to admit that E7 was a good motor.

Although there is no comparison to the E6 R-model days of market share there was a glimmer of hope in sales here as Mack was offering a fairly reliable unit that companies and owner operators could rely and profit from. The E9 has been beaten to death here in this thread, so onward......

I can remember between 1998-2000 and on where the E-Tech was rolled out, many Canadian customers were still buying and ordering under the reliability and reputation of the E7. The crossover to E-tech would see their brand new trucks go down within 100,000kms for camshafts, oil coolers etc. Some with multiple cams being installed. Even KS's stats for market gain runs with E7 production and shares fall 1.5 years after E-tech roll out. (Imagine that!)

Reliability went out the window and so did customer satisfaction up here. I was Lead hand tech at a company that has close ties to Mack Canada since the 60's and couldn't believe having to send 1 to 2 trucks a week back to the dealer for the squeak from Cam issues etc. We would order and trade in 25 Macks every year. I then moved on to Bison Transport in 2001 where we had over 800 Volvos (VE powered) with a mix of Kenworth and Freightliners to round out the fleet. To my excitement, Bison ordered 30 Mack Visions and I watched every one of them fall flat on there face in fuel economy, pulling power, and reliability.(Most needing Cam's in the first 2 years of operation) Those 30 Visions were all flogged off in the first 3 years of operation as the worst test order I've ever witnessed and Bison ever took delivery of. They still run Volvo with Volvo power today.

The ASET was another disappointment I would rather not get into.

Sure Volvo poured more into there own powertrain R and D in that time period. I would love to see what other engine designs that Mack engineers were working on that Volvo may have forced them to pass on during the transition.

Until I get to see these ideas or designs, I will be left with the factual crap that Mack put out for all those years since the E7. Basically add ons to the E-Tech block design that Mack unveiled years before Volvo.

I'm glad Volvo installed the D series engine design into the Mack chassis. MP has its issues but in economy, reliability and resale it already has surpassed my ex ASET and E-tech powered Mack's in every category except not being of a Mack design.

The ASET's I had almost lost me as a customer looking to run my fleet in the black.

But due to a degenerative Mack gene in my family, I stuck it out.

I'm still glad I did and proved to myself the rewards of being loyal to a product and people that has had a HUGE impact on my past and now my future.

Today with my Macks OLD and NEW, things are looking up and forward. Not down and backwards.........

Whenever I hear complaints about post-2000 Mack engines up to the point when Volvo began installing their own engines from 2006-2007, I have to put any and all responsibility (blame) on the owner of the Mack brand – Volvo Group.

From the moment Volvo acquired Mack in 2000, they became “the captain of the ship”. That’s the way business works.

Volvo had their hands into Mack from 1992 and knew the company’s product development pipeline. Through both aboveboard and underhanded due diligence, Volvo had an intimate understanding of the ASET engine product which it later launched into the market.

Thus, I feel that Volvo Group is wholly responsible for any shortcomings of the ASET engines launched by its Mack brand in 2002.

Let’s back up a moment and remind everyone what was happening in the run-up to EPA2004 (comparable to Euro-4), and how it actually took effect in October 2002.

In October 1998, a court settlement was reached between the EPA, Department of Justice, California Air Resources Board and engine manufacturers (Caterpillar, Cummins, Detroit Diesel, Volvo/Mack and Navistar) over the issue of high NO_x emissions from heavy-duty diesel engines under certain driving conditions.

Since the early 1990’s, the manufacturers utilized engine control software that allowed engines to switch to a more fuel efficient, but higher NO_x output, driving mode at highway cruising speeds. The EPA considered this engine control strategy an illegal “emissions defeating device”

The court settlement resulted in a consent decree that dictated:

1. Civil penalties for engine manufacturers and requirements to allocate funds for pollution research

2. Upgrading existing engines to lower NO_x emissions

3. Supplemental Emission Test (steady-state) with a limit equal to the FTP standard and NTE limits of 1.25 × FTP (with the exception of Navistar)

4. Meeting the 2004 emission standards by October 2002, 15 months ahead of time

A positive note was that EPA2004 matched California emissions requirements, so that engine manufacturers no longer had to design and produce two standards of engines for the U.S. domestic market.

Volvo produced and sold two types of Mack ASET engines:

• Mack ASET AC (application – highway) – Cooled (external) EGR
• Mack ASET AI (application – vocational) – Internal EGR

EGR (Exhaust Gas Recirculation) lowers nitrogen oxide emissions by cooling and reusing a measured portion of the exhaust gases.

Cooled (external) EGR has been a global standard technology since 2002.

Scania utilized single-stage water-cooled EGR combined with high pressure injection (Scania HPI) to meet Euro-4 (near EPA2004) emissions on both on-highway and vocational trucks (photo 1).

In meeting Euro-5 (near EPA2007), Scania combined extra-high pressure fuel injection (1800-2400 Bar Cummins-Scania XPI) with two-stage water-cooled EGR (photo 2).

For Euro-5 (near EPA2007), Scania has always offered customers a choice of EGR or SCR to meet the preferences of individuals and fleets (Give the customer what they want).

.

[bbigrig]

I see the ASET has been thrown under the bus here, (rightly so) but I seem to have missed any slagging of the E-Tech that was designed under the Mack/Renault partnership for the 1998 emissions regs. Assuming the E-Junk was under development for a few years before roll out........

Who's watch was that disappointing Mack product under? Those damn Renault Frenchmen this time......Tabernac!

[41180]

I see the ASET has been thrown under the bus here, (rightly so) but I seem to have missed any slagging of the E-Tech that was designed under the Mack/Renault partnership for the 1998 emissions regs. Assuming the E-Junk was under development for a few years before roll out........

Who's watch was that disappointing Mack product under? Those damn Renault Frenchmen this time......Tabernac!

dont try to get him to blame anyone but Volvo. It wont happen. Dont you know Volvo makes the worst engines compared to Detroit scania or even international maxx junk according to kscarbel . Even though the guys that run the mp like them for the most part they are actually bottom of the barel junk according to this man

[41180]

Also the engine brakes on the mp engines are just as good as a Jacobs. The low setting on our mp 10 powerleash is better by alot than the high setting on our etech Jake. You dont even need the high setting of powerleash only in extreme grades loaded to 50 plus ton

[RFCDrum]

I drove a 99 RD with one of the first eTECH 350'S and it was great until the Jake started actring up then started making noise and the dealer had no idea what to do with it. They changed everything on that motor poking and hoping. Took a long time for Mack to figure it out.

Rob