It’s sleeker than you’d expect, and it’s aimed at a market segment you might not expect, but it’s a Mack nonetheless. The new “Vision” family (or CX603 Series, if you want to stand on protocol) represents a major, unprecedented effort by the Pennsylvania-based truckmaker to snag a significant amount of the highway linehaul market. And it’s likely just the first such offspring of a larger family of trucks to come. “Mack currently has almost a 30% share of the U.S. vocational market, and that’s been a traditional strength for our products,” notes Paul Vikner, Mack’s executive vice-president/sales and marketing. “Our CH tractor has been largely responsible for the 9% share we have of the highway market, but while the CH is a good workhorse vehicle for daycab or regional applications, it doesn’t really address the longer-haul arena. In the Vision, we’re offering a totally new design built for the road that will complement-not replace-the CH.” Mack rolls out the Vision into an increasingly busy marketplace for long-haul trucks.

In February, the week before Mack introduced its new truck, Peterbilt took the wraps off of its 387 tractor, a striking aerodynamic conventional. Early last month, Navistar International and Freightliner Trucks both unveiled refinements to their premium highway highway tractors. In January, Western Star announced a lighter version of its Constellation 4964FX tractor, a deluxe new sleeper, and the coolest new accessory on the road. And it’s only spring.

Driven by fleets’ need to attract and retain top drivers, truck builders are introducing new models at an unprecedented rate. The result is premium comfort, style, performance, and image, and Mack’s Vision seems to embody them all.

A 112-inch BBC conventional chassis with an integral sleeper, the Vision’s standard spec is powered by a Mack E-7 310/330-horsepower E-Tech engine with an Eaton/Fuller RTX-14609B 9-speed transmission. The E-7 is available in a range of power ratings (anywhere from 300 to 460 horses), although Mack won’t offer other engine brands, since Vikner says that research indicated that this proprietary diesel gave the best all-around performance. The transmission choices gear up to 18 speeds (automated manual gearboxes are available). The standard axles are Eaton E12001 up front (rated at 12,000 pounds) and Eaton DS405 in the rear (40,000 pounds). Also part of the basic spec are a Mack AL401 air-ride suspension and a Dana/Spicer clutch and driveline.

The Vision incorporates Mack’s V-MAC vehicle electronics master system, plus data-management tools like InfoMAX PC software, the DataMax on-board data logger, and Mack’s new VIP (Vehicle Information Profiler) driver information display. It’s not only a good-looking truck, it’s smart, too.

The design development of the Vision was a 2-1/2-year process that involved drivers, fleet owners, dealers, and suppliers from day one. As one Mack official put it, “The technology you see in the Vision isn’t there because it tickled the fancy of one of our engineers, it’s there because it brings unique value to the customer and it offers capabilities they’ve been looking for.” The truck was designed as a pure highway truck, Steve Homcha, executive vice-president/engineering and product planning at Mack, points out, “so when you look at the specs, you aren’t going to see heavy bogies, or double frames.”

While hard numbers on anticipated fuel efficiency were not provided, Mack officials say they cut weight and created aerodynamic efficiency in everything from the two-piece bumper to the integral exterior sun visor.

“Assuming equal specs, Vision is 150 to 200 pounds lighter than a CH,” Homcha reveals, “but keep in mind that the CH itself has been getting lighter: over the past three years we’ve shaved upwards of 400 pounds from that model, so you’re trying to compare to a moving target.”

Mack leveraged some significant strength from the resources of parent company Renault V.I. of France. It was Renault senior designer Patrick le Quement who helped give the Vision its sleek, flowing design, an aerodynamic shape intended not only to improve fuel economy, but to allow superior visibility over and around the hood.

Inside, the Vision offers six inches more cab length compared to a CH without a longer exterior dimension or added weight.

“We’ve paid special attention to the big and little things,” Homcha says, “including storage spaces, cup holders, multiple power outlets, the climate-control system, a premium sound system, and a proprietary headlamp design that offers the brightest, widest, and longest light pattern of any lamp in the industry.”

The proprietary-design driver’s seat swivels fully around to face the living compartment, becoming like a lounge chair. The wrap-around dashboard puts all controls at fingertip reach, and all gauge needles read at 12 o’clock when in normal operating range so the driver can scan them at a glance.

The flat and convex glass of the rear-view mirrors are housed together. A dual-arm mount cuts vibration, and a breakaway design minimizes truck damage on impact.

Cab mounting points on the frame rail were determined through “wave technology” that found the spots that would yield virtually no vibration.

Mack president and CEO Michel Gigou reveals that the Vision is just part of a larger plan for Mack’s presence in the linehaul world. “Vision is not expected to be a cross-continent, extra-long-haul product that competes against 120-inch-BBC vehicles,” he says. “We see it as a ‘super-regional’ tractor, and just the tip of the iceberg in what we’ll be doing in this area over coming years.”

Gigou says the truck will help Mack reach an intermediate goal of 15% class-8 market share in the U.S. (up from nearly 13% currently), but that the entire Vision family will let them surge to an anticipated 20% share by 2004-2005.

Mack wasn’t the only truck manufacturer to make improvements in recent weeks. Navistar International announced changes to its venerable line of 9000-series tractors, restyling it with both the driver and the bottom line in mind. Navistar’s International 9000i models-the “i” stands for innovation, the company says-includes the International 9100i, International 9200i, International 9400i, and what the truck-maker is calling its “kings of the road” models, the International 9900i and International Eagle 9900ix.

I-series improvements include better visibility from the driver’s seat, two inches of added room between the driver and the steering wheel, an improved heating and air conditioning system, and new aerodynamic features which Navistar says would bring up to 5% gains in fuel economy. There are other thoughtful touches you might not notice right away, but appreciate with every passing mile. For instance, the cab is quieter due to the increased use of pink fiberglass insulation, which also helps keep the inside of the truck comfortable. A new style of door eliminates the vent window, in turn adding to the improved visibility.

The flagship of the revamped line is the International Eagle 9900ix. The truck has a classic look and feel (the “x” stands for extended hood). It’s 130 inches from bumper to back of cab, and with its square, long-nose hood design, can handle engines up to 600 horsepower.

A wide grille and headlights set in chrome, standard dual-external air cleaners and dual cab-mounted exhaust, and a full-width bright-finish bumper add to the classic appearance, designed to appeal to both owner-operators and companies looking to attract and retain drivers.

The latest additions to Freightliner’s Century Class lineup are a 70-inch mid-roof XT (“Extra Tall”) SleeperCab and a 34-inch SleeperCab, both available as long (120-inch BBC) or medium-length (112-inch BBC) trucks. The XT sleeper, which adds 10 inches of interior headroom, is designed for bulk and flatbed haulers who need a sleeper that’s compatible with low-profile trailers. This style will be available in August. The 34-inch sleeper, ready in June, is targeted at logging, dump, chip haulers and others who have only an occasional need for a sleeper capacity.

Freightliner also announced changes to its Argosy COE. The tractor is now available in five models: the 110-inch raised roof, the 90-, 101-, and 110-inch mid-roof versions, and the new 63-inch daycab.

But the real head-turner among the company’s latest models is Freightliner’s newest Classic XL conventional. Available by early 2000, the Classic will be offered with an 84-inch raised-roof SleeperCab and a 132-inch BBC.

Western Star Trucks continues to expand the sleeper line for its Constellation Series premium highway tractors. The Galaxy Sleeper, initially available as a 76-inch design with a single bunk, builds on the design of the company’s lightweight Star Light Sleeper introduced last year. Both are made of an aluminum skin bonded to a polypropylene honeycomb core-a “sandwich” panel designed to reduce weight and increase resistance to corrosion and damage.

Like Western Star’s trucks, the Galaxy can be built to suit. The standard sleeper has floor-to-ceiling cabinets on the right and left sides. There’s space allotted for a refrigerator, TV, VCR, and microwave oven. A pantry has roll-out wire baskets, and a writing desk with a drawer slides out of the way when you don’t need it.

Twelve-volt power for both the TV and refrigerator are standard, and 120-volt shore power is also available. You’ll need the 120-volt AC-power if you spec the optional battery charger and low-voltage disconnection for battery protection. An optional inverter for remote operation of AC appliances requires the battery charger option.

The stronger, lighter sleeper construction is part of an equation at Western Star that adds up to a stronger, lighter truck overall. The company plans to introduce a new model, the 4964FXL, a tractor with a tare weight under 15,000 pounds.

“Everything we’re doing is geared toward creating a good environment for the driver,” says Western Star marketing manager Doug Shand. “A truck is a place of work and rest. If he doesn’t feel comfortable and productive there, then we’re not doing our job. It starts with us.”

In that light, Western Star wins the award for coolest creature comfort. Want to write a memo? Ask directions? Turn up the tunes? Just say the word. Western Star plans to add to its option sheet Clarion Corp.’s AutoPC, an in-cab computer that can dictate a letter, track your route, read your e-mail to you-literally, it’ll do almost whatever you tell it to do.

Running Microsoft’s Windows CE operating system, AutoPC fills the same spot traditionally reserved for an AM/FM radio and uses CUE Network Corp.’s AutoFM Receiver and FM subcarrier wireless network to integrate computing functions, navigation, and wireless communications. That means you can get access to real-time traffic and weather information, pages, and short e-mail messages, all while you’re on the move and your hands are at 10 and two on the wheel.

The computer will recognize about 200 simple voice commands and reply in kind using text-to-speech software, says Shand. Tell the computer to call dispatch, and it does the dialing for you. Ask for directions, and its optional GPS navigation system software can tell you-literally-turn by turn how to reach your destination.

“The idea that you can be driving down the road, have a brilliant thought, and say, ‘AutoPC, memo,’ and then let fly is really neat,” says Shand. “Imagine dictating a message into the computer and e-mailing it to someone without interrupting your driving. It’s Star Trek kind of stuff.”

AutoPC will be available both as a factory-installed option and on the aftermarket, Shand says, and will cost about $2500. “The auto manufacturers are offering AutoPC, which should help drive volumes up and prices down,” says Shand.

He adds that the cost will be easier to justify as more software is developed. “We’ve been brainstorming ideas like mad,” Shand says. “One of the first things we did was burn our entire dealer directory to a chip, so if you’re driving down the road and need to find your nearest Western Star dealer, you say, ‘AutoPC, Western Star dealer,’ and AutoPC will figure out where you are and then tell you, in an audible voice, ‘Take this exit, turn right, turn left,’ until you get there. Once you’ve tried it, you’ll wonder how you ever did without it.”

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Ford’s Super Duty Raises the Bar

The truck division of Ford Motor Co. let the trucking press take a spin in the F650 and F750 versions of its Super Duty light- and medium-truck platform, scheduled to arrive in Canada by October. The 200-mile-plus evaluation drive was completed with trucks loaded to around 70% of their rated GVW. The drive included a visit to Ford’s Arizona proving ground, where demonstrations of the trials and tests these vehicles endured seemed prove enough that Ford’s new class-6 and class-7 trucks should be as rugged as they are comfortable.

The F650 is rated at 26,000 pounds; the F750 has two ratings, 30,000 and 33,000 pounds. Wheelbase options extend from 158 to 260 inches.

The two medium-duty additions to the Super Duty lineup-made in Mexico-will arrive at U.S. dealers this month. It can’t be soon enough for Ford; the company already has orders for several thousand in the system and is looking for a fast ramp-up of production.

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SIDEBAR: Designing Trucks for the Driver

When defining a driver’s space in a truck, all designers start with critical parameters such as the seat height and the “heel point,” the point where the driver’s heel rests on the floor with the foot at a comfortable angle at the accelerator pedal. This point and the seat height must accommodate the widest possible variety of driver sizes and shapes.

That distribution of sizes and shapes is provided for in a statistically defined group. All drivers are considered and the population is refined to the 95th percentile. Effectively, the top and bottom 2.5% of the total driver pool is eliminated as impossible to accommodate. The remaining 95% is then the basis for designing the driver envelope in any vehicle.

Heavy duty engineers for all the OEMs had access to existing published driver studies, but companies with car divisions (Freightliner’s Mercedes-Benz partner and Volvo’s European operations) were able to make extensive use of recent data generated by those divisions on the relative sizes of drivers. In the case of HN80-today’s Sterling-designers drew upon earlier work from Ford. But in every case, these studies were augmented by extensive interviews with drivers, often as they came off shift to see what they liked-and didn’t like-about yesterday’s trucks and what they wanted in a new truck. Kenworth, for instance, requires engineers to take road trips with drivers to gain real-world experience. The result: trucks designed by the driver. For the driver.