“The fuel economy with the 505C+ is going to be a little less than a straight 505C or E model,” McKenna acknowledged. However, McKenna contends the fuel economy penalty is low, especially when compared to the productivity gains that can be exploited. of torque available at all times means a driver’s going to take advantage of it and at times it will come at the expense of fuel mileage. “But it tends to be 300-500 lbs lighter and generally speaking, more efficient on fuel, so when we’re talking the aggregate business, if I can take 300-500 lbs out of your TARE weight, that’s nothing but money to the customer.” out of a 13L, it’s exactly the same as 1,860 lb.-ft. David McKenna, Mack director of sales development, emphasized power is power, and torque is torque, regardless of whether it’s produced by a 13- or 15-litre engine. But it does produce nearly 500 braking horsepower, which shouldn’t be an issue, even when heavily loaded. The MP8, being a 13-litre engine, often raises questions about its engine braking capability compared to a 15L product.
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That wasn’t about to happen on this frozen November morning but he said the guys who get stuck in the mud using an automated transmission are the same ones who can’t get free using a manual, and he’s not one of’em, so he wasn’t overly concerned.Īs we crested a long, steep downhill grade with a red light at the bottom, Lowe questioned aloud the engine brake’s ability to hold back the heavy load and then nodded in approval when it did just that. This was Lowe’s first experience with the mDrive and his only concern was how it would react when the truck gets bogged down in mud. He even hands in the keys for the winter and waits the snow out in Florida.
Lowe, in the twilight of his driving career, has traded in long-haul work for local, mileage-based pay for hourly. “I’ve been doing this over 40 years,” he grumbled. I figured he’d be skeptical of the mDrive but he surprised me with how quickly he warmed up to it. Lowe has five million miles under his belt, achieved over a 41-year career that was spent mostly doing linehaul. “I’m normally in fifth gear here,” he said.
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Lowe marveled as the mDrive automated manual transmission held seventh gear with 32,000 kgs of gravel in the 38-ft. Pulling the long grade leaving Bolton, Ont. Still, comparisons to the incumbent vehicle are inevitable). (Comparing trucks of different makes is a dubious endeavour at the best of times, even more so when the benchmark is a glider kit, which is by definition, an assemblage of parts and not a complete vehicle. It was useful to ride shotgun with Lowe, because he could compare the driving experience directly to his incumbent truck, a 2011 Freightliner glider kit featuring a pre-emissions DD13 engine and 13-speed manual transmission.
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I shared driving duties with Murray Lowe, who the fleet has chosen to test the new truck, knowing they would get an honest assessment from the opinionated and knowledgeable pro driver. Typically, these trucks shuttle tonnes of aggregate between various construction sites and cement plants from James Dick’s many gravel pits in the area. It hauls heavy payloads of about 34,000-40,000 kgs around a hilly part of southern Ontario just north of Toronto. James Dick Construction is an ideal fleet to put the truck through its paces.
While many of today’s engines are designed to withhold torque to preserve fuel economy under certain conditions, this engine is all torque, all the time.
It was designed for truckers who want loads of pulling power available on demand, to handle hefty payloads and steep grades. In short, it’s a Mack that pulls like a Mack – all the time. The new made-for-Canada rating, introduced in August, produces 505 hp and 1,860 lb.-ft. It was put together by Vision Truck Group as a Mack Trucks Canada demonstration unit and then loaned out to James Dick Construction. The truck was a Mack Pinnacle tractor with its newest engine rating, the 13-litre Mack MP8 505C+. In other words, it was a perfect day to test drive a Mack truck.
Gusting winds caused vehicles and old buildings to shudder, as well as the people within them. Snowdrifts piled up on the road in places while the wind swept other sections of highway clear, leaving behind only a thin layer of black ice. Snow blew horizontally, painting the horizon a milky white. The thermometer read -9 C balmy when compared to the -19 C wind chill. It was as nasty a November day as you’ll encounter in Southern Ontario.
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