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Mack unveils medium-duty
Mack unveils medium-duty lineup to be built in Virginia îËÕ é¶ òðÜÆéÆÁÅ ÓÚ ìäé òÅñ¶ îÆâÆÁî ÇâÀ±àÆ àð¾Õ» 寺 êðçÅ Ú°¾ÇÕÁÅ
The Mack MD Series represents the OEM’s return to the medium-duty truck segment.
Mack Trucks is returning to the medium-duty truck market with a new Class 6/7 lineup that will be assembled at a dedicated facility in Roanoke County, Virginia.
Known as the MD Series, the trucks begin serial production late this summer and are available for order now.
The new Roanoke Valley Operations location represents a US $13-million investment for the OEM, 250 new jobs, and an annual economic impact of $364 million for the region. It was supported by a $700,000 grant from the Commonwealth’s Opportunity Fund.
“Mack Trucks is very proud to make this investment and to now offer a full lineup of Class 6 to Class 8 commercial vehicles, serving virtually every segment of the market,” said Mack president Martin Weissburg.
“The Class 6/7 market has been historically stable, 90,000 to 100,000 trucks a year in U.S. and Canada,” added Jonathan Randall, senior vice-president of North American sales and marketing. “We have a lot of customers already in our portfolio who already run medium-duty trucks, and they’ve been asking us for a single-source solution for quite a while.”
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ð˺âñ é¶ ÷¯ð ç¶ Õ¶ ÇÕÔÅ, ÒÒÇÂÔ ÇìñÕ°ñ éò» î³Ú ÔË, ÇìñÕ°ñ éò» À°åêÅç Áå¶ ÇÂÔ ÁËñ.òÆ.ú. (ñ¶Ô òËñÆ ÁÅêð¶ôé÷) 寺 Õ°¾Þ òÆ ìÅÔð ñË Õ¶ éÔƺ Ü»çÅ ÔËÍÓÓ Mack hasn’t had a medium-duty offering since discontinuing the Freedom model in 2002. Earlier offerings in these weight classes included the MC Series and Midliner.
The Class 6 Mack MD6 has a GVWR of 25,995 lb., while its Class 7 MD7 counterpart has a GVWR of 33,000 lb. They’ll focus on applications including dry van, refrigerated, stake/flatbed, dump and tank trucks, and be available in 4×2 configurations.
The truck will be available in eight wheelbase lengths, supporting typical bodies that run from 10 to 26 feet. A 103-inch bumper-to-back-ofcab measurement will help to load up the front axle and deliver a tight turning radius as well.
The Mack MD will come equipped with a Cummins B6.7 engine that can deliver 220-300 hp and 560-660 lb.-ft of torque, and Meritor front and rear axles. An Allison 2500HS six-speed automatic transmission will be standard, although an Allison 2500RDS is available for those who need a PTO. Base models will ride on a spring suspension, although a Mack Maxlite air suspension is optional. Wheels will come in a standard 22.5- inch size, but 19.5-inch wheels are also available.
The cab itself will ride on an air suspension rather than rubber blocks, and includes several features found elsewhere in the Mack product family. The grille and hood match the styling of the Mack Anthem, introduced in late 2017, while the cab is a variation on the Mack Granite.
Inside, drivers will find the same flat-bottom steering wheel used in the other trucks. Other features include power windows and door locks, cruise control, an air-ride driver’s seat, and optional two passenger bench seat with storage underneath. Telematics support will come in the form of a Geotab Go Rugged system, offering access to the Mack Uptime Center, as well as OneCall and ASIST support.
The MD6 can be operated without a commercial driver’s licence when moving non-hazardous payloads.
The new Roanoke Valley Operations location was chosen to leverage several advantages.
“From a logistics standpoint, the proximity to global headquarters in Greensboro, North Carolina was a significant piece,” said James Chenier, senior vice-president – strategy and business development. The facility itself also required few modifications. The cabs will also be painted at Volvo Trucks North America’s nearby New River Valley plant.
“This is a completely new platform, completely new product, and does not take anything out of LVO [Lehigh Valley Operations],” Randall stressed. Mack MD cabs will ride on an air suspension rather than rubber blocks. îËÕ ÁËîâÆ ÕËì ðìó ìñÅÕ çÆ ìÜŶ ¶Áð ÃÃê˺ôé Óå¶ ÇàÕÆ Ô¯ò¶×ÆÍ
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The U.S. Federal Motor Carrier Safety Administration is seeking comments from the public and trucking industry stakeholders on how best to design and conduct a new study to identify factors contributing to large truck crashes.
The last comprehensive large truck crash causation study (LTCCS) was conducted more than 15 years ago.
The latest study should yield information that will help adopt measures to significantly reduce the crash rate, the agency said in an announcement published in the Federal Register.
It said the study will help improve its ability to: • Evaluate crashes involving large trucks and identify emerging trends; • Monitor crash trends and identify causes and contributing factors; and • Develop effective safety improvement policies and programs. The 2001-03 study provided valuable insight into the factors which contribute to crashes involving at least one commercial motor vehicle.
A primary finding was that in the vast majority of crashes where the critical reason for the crash was assigned to the large truck, it was attributed to a driver-related action or inaction, the agency said.
It noted that since the first research, many changes in technology, vehicle safety, driver behavior and road design have occurred that effect how a driver performs.
Fatal crashes involving large trucks decreased until 2009 when they hit their lowest point in recent years (2,893 fatal crashes).
Since 2009, fatal crashes involving large trucks have steadily increased to 4,415 fatal crashes in 2018, a 52.6% increase from 2009. And during 2016-18, fatal crashes rose 5.7%, the agency said.
“This study will help FMCSA identify factors that are contributing to the growth in fatal large truck crashes, and in both injury and property damage only (PDO) crashes. These factors will drive new initiatives to reduce crashes,” it added. Comments must be received on or before March 16. FMCSA plans new study on large truck crashes. ÁËø.ÁËî.ÃÆ.ÁËÃ.¶. é¶ àð¾Õ ÔÅçÇÃÁ» ìÅð¶ éò» ÁÇèÁËé Õðé çÆ ï¯ÜéÅ ìäÅÂÆÍ
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