Sitting in the back parking lot at Mack's Allentown, Pa., headquarters, this Mack Vision looked like any other. But this one had an advantage: an Advantage chassis, that is.
When the Advantage was announced last June at The Truck Show in Las Vegas, I had a chance to drive both new and old versions. Differences were noticeable, but a short drive up the interstate on a sunny day isn't a real test. So I went to Allentown, home of Mack Trucks, to have a more thorough ride.
Before I describe my rainy day drive through the Pocono Mountains, let's look at the Advantage's advantages. You can order the higher strength alloy frame in thicknesses for specific operating conditions. Bulk haulers can use 7-mm sections instead of 8-mm, saving about 100 pounds. Heavy haulers can have stronger, lighter 9.5-mm instead of double wall reinforcing. Frame rail options range from 6.0- to 9.5-mm.
Other changes include a bowed-out front for a larger radiator required for the 2007 engines, and lower engine placement for a better center of gravity, improved ride and stability. Advantage has front springs farther apart for a 50-degree wheel cut, giving better in-town maneuvering. Mack's taper leaf suspension is standard up front, with the Hendrickson AIRTEK optional. The drive suspension is the MaxLite 40 air ride with outboard mounted rear shocks.
My test tractor, with its nominal 60-inch (actually 64-inch) mid-rise sleeper, sat on a 221-inch wheelbase. It weighed 16,240 pounds. The GCW was 73,560 pounds.
A Look Inside
Inside the cab, the heated Mack Performance Seats had swivel bases. Heating, ventilating and air conditioning (HVAC) had automatic temperature control. A wood burl dash and soft interior trim made the truck as attractive as it is livable. The bunk was wide enough for a husband-wife team. HVAC and audio controls were on the rear wall, easier to see and reach without twisting one's neck. Standing headroom starts at the seat backs, so it was no trouble to go from seat to sleeper without stooping.
The fridge was behind the driver; the hanging closet behind the passenger. A cup holder on the fridge cabinet was right by the bunk.
The closet had separate compartments for clothes and boots. On top of the fridge, there was a sliding desk, accessible from the bunk or pivoting driver's seat. An escape hatch was on the right. These days, a 60-inch sleeper may be small for six weeks on the road, but that isn't this Mack's primary purpose. For regional haulers, home every week or so, or for weight sensitive loads, the Vision can be ideally sized. A 70-inch version is also available.
On the Hills
Mack says the 427 ASET engine is drivable with its broad, flat torque curve. The 427 has better fuel economy, but I'd opt for Mack's 460. Its extra 100 pound-feet of torque (1660 vs. 1560) can make a big difference in the mountains.
My "navigator" on this trip was Service Engineer Jerry Warmkessel, a native of Allentown and recent recipient of the Technology Maintenance Council's highest honor, the Silver Spark Plug award for improving commercial vehicle maintenance. He picked a route that made the truck (and its driver) work hard, especially while it rained.
We headed west on I-78, then turned north on State Route 100 and continued north on Route 309 to I-81 North. There are twisty two-lanes most of the way from I-78 to I-81. We took I-81 to I-80, and went east to the Pennsylvania Turnpike and back to Allentown. Along the way, we had 8 percent and 9 percent grades, both up and down.
As the rain stopped, we got a sensor warning on the driver information center that the Power Leash, Mack's engine compression brake, wasn't working. I needed all the help I could get on the steep hills, where I could have used the 420 retarding horsepower. It was now up to the Eaton Fuller 10-speed and the service brakes. I forget now what my gear selections were, but on some of the hills, engine speed climbed from 2000 rpm to 2400 rpm, despite all the stab-braking and snubbing I dared apply. The engine overspeed warning sounded, but I wasn't about to shift. Going up Blue Mountain's 7 percent and 8 percent grades, I made it up to 30 mph . . . in a 45 mph zone. Oh, for that extra torque.
In the City
Driving isn't all mountains and interstates. City driving may be a small percentage of total miles, but maneuvering in city traffic is critical. There were tight corners in Allentown and Tamaqua, a community of about 7,200 people. Its streets are narrow, and Route 309 had some very tight turns for a big rig. No problem for the Vision, though.
On interstates and two-lanes, straights and curves, urban streets and rural roads, the Vision was smooth, quiet and stable. The AIRTEK front air suspension isolated the cab from bumps, ruts, holes and washboard surfaces. There were sections of road where I could see the roughness, but I couldn't feel it. That's where AIRTEK shines. But it has front-end wander I didn't like. The suspension absorbed the bumps but seemed to push the steering as it did. I'd driven the taper leaf and AIRTEK versions of the Advantage chassis in Vegas, and the AIRTEK in a side-by-side comparison with another make. In the Mack, it isn't as bad, but the spring suspension's ride is good enough, with better directional stability. Those who value ride quality and don't mind some extra corrective steering will like the AIRTEK.
Like every driver I've ever met, I like horsepower. Having big power isn't critical in the Midwest, but a visit to Allentown is a reminder of where power is needed. Big power is available in the Mack Vision Advantage.
If Mack's 460 isn't enough, Cummins' engines are in the data book. Whatever power goes in, the ride, handling, quiet, stability and comfort are there to enjoy. They are what Mack's new Advantage is all about.
VEHICLE SPECS
Mack Advantage Chassis
Tractor: Mack Vision
Rail Options: 6 mm, 7 mm, 8 mm and 9.5 mm
Suspension: Mack's taper leaf suspension is standard up front, with the Hendrickson AIRTEK optional
Engine: Mack 427 hp ASET
Transmission: Eaton Fuller 10-speed
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