The trucking industry is a major cog in the wheel that keeps the world moving. As fuel prices surge and better technology becomes available, the trucks we depend on evolve with the times. Mack has spent nearly a decade perfecting its long-haul trucking formula, and it’s time to show it off to the world. I’m in Allentown, Pennsylvania, to check out and drive the new Mack Pioneer and the Mack Anthem. What would you like to know?
As many of our readers know, one of the goals I have in life is to take command of as many vehicles as possible. I’ve had the privilege of controlling everything from a diesel-electric locomotive and a transit bus to supercars and a couple of planes. Yet, despite coming from a family with a history in trucking, I have never driven a semi-tractor. Thanks to the folks from Mack, that’s going to change, at least for a sliver of time, anyway.
I’ve been rather obsessed with learning about the evolution of the American semi-tractor. For longer than a century, there has been some incredible engineering hidden in plain sight; engineering that has made the modern world of logistics possible.
One of the most fascinating branches of big rig development is aerodynamics. In several decades past, trucks were giant bricks that averaged 5 mpg, but that was okay because diesel was cheap. Then, the infamous 1970s struck, with the decade’s oil crises, economic turmoil, and general unease. The price of diesel climbed sharply, and that put the trucking industry into a tough spot. A trucker might spend more than a quarter of their operating expenses on fuel, and fuel cost increases eat into profits.
The trucking industry had a clever way to fight back against increasing fuel prices. If fuel is going to be more expensive, then the truck itself needs to be more efficient to offset those increases. Just like how the oil crises of the 1970s dramatically reshaped cars, trucks had to adapt.
From that point forward, aerodynamics became a critical component of truck design. Truck manufacturers were obsessed with squeezing a mile per gallon or two more out of their rigs, and that spirit continues today.
Mack, which is a subsidiary of Volvo, says that it began developing the Pioneer back in 2017, and the truck was built around both comfort and efficiency. Along with a car-like profile and light materials, the Pioneer even sports digital rearview mirrors, all in the pursuit of fuel economy. According to Mack, the Pioneer gets 11 percent better fuel efficiency than Mack’s previous-generation long-haul truck.
Mack has also loaded the truck down with tech, including over-the-air updates, app functionality, and even a hot air blower to keep the LED headlights defrosted.
For regional haulers, Mack has launched the Anthem, and its whole mission is to be the more maneuverable truck than the Pioneer. Mack says that a key differentiator between the Anthem and the Pioneer is the Anthem’s “shorter bumper-to-back-of-cab (BBC) length of 113.5 inches compared with the Pioneer’s 125.5 inches.”
Mack also says that the Anthem is easier to see out of than previous Mack regional trucks and gets 10 percent better fuel economy, too. This increase in fuel economy, Mack says, can be good for $5,000 in fuel savings per year, depending on variables. Mack says the siblings are pretty close to each other in overall design. Even the interiors are the same, except that the Anthem can’t get the big sleeper that’s reserved solely for the Pioneer.
Sadly, I won’t be able to take these rigs out on the highway, as I do not have a CDL yet. Instead, Mack will be taking a handful of journalists through its museum, through its showroom, and out onto Mack’s private test track. Out there, we’ll be taking rides and doing some drives.
This is a whole new experience for me, so you can bet I’m going to tell you exactly what it’s like to climb into the modern versions of the sorts of trucks my dad used to drive some 25 years ago. I also plan to give you plenty of nerdy trucking history, as well as hopefully a deep dive into how a modern truck is designed. We’re even going to punch out a YouTube video!
Here is where I turn things over to you. This is a pretty unique opportunity for the Autopian and me, so I want to have some fun with it. What would you like to know about these rigs or Mack? Is there anything I should do while I’m here?
Top graphic image: Mack
They are at least 3rd in line for claiming “BBC”.
The only question I would ask is “Why don’t you have an electric truck yet?”
They DO (in medium duty at least). I have one in my shop right now getting a van body installed.
Oh, cool! I don’t think they have any in the traditional sense though, right?
Are there any 10 or 12 speed manual gearboxes with splitters around still, or has everything gone robot box or automatic?
How far are Mack away from a full electric truck?
Or are they going hybrid first?
And do they expect diesel prices to plunge now, or stay high for years?
Any news on the old idea of convoys of driverless trucks now that WiFi is so much better?
Video instead of side view mirrors. How does that affect your brain in having to adjust your depth vision? Instead of looking -through- a mirror for distant objects you have to look -at- the video monitor. When forced to use the rear view video in our Rav4 instead of the mirror due to being totally loaded, I have problems adjusting my eye/vison when quickly monitoring side mirrors (distance view), then close view rear, then distance view other side mirror.
What do all those buttons do?
Welcome to the Lehigh Valley! Definitely check out the SteelStacks, there’s a little elevated path along them where you can really see into the works.
In that specific area, you are going to hear a LOT of gunshots. It’s the Allentown police practice range. But the trail down by the creek there is delightful.
How do they do off-road? Will it fit a car seat? How’s the quarter mile time?
Mercedes, keep on keeping on with your weird vehicle quest. May I suggest one you may not have thought of – a modern large agricultural tractor. A friend of mine builds the seat/controller unit for John Deere, and if the tractor is anything like the controls it would be a great vehicle to add to your list.
It’s been 25 years since I’ve driven a Mack, and I am mostly curious about two things.
Does the truck have touch screens? If yes, does Mack have money set aside to compensate the innocents run over while the driver tries to turn down the air conditioning?
It is my opinion that all heavy trucks should have heavy duty crashbox transmissions, such as the trusty RoadRanger. A driver cannot master such a transmission without understanding the forces involved in moving all that weight down the road. At this point I’m the old curmudgeon (who must point out that even with all the supposed advances in safety we don’t do much better than we did when we were out there basically unregulated) but like Geoff Tuck I’d like to know if traditional manual shifts are available.
Yes there are touch screens but it’s optional, and only for radio / infotainment / vehicle systems. Items like air conditioning are still physical buttons.
No conventional manuals in the Pioneer, just automated manuals. I got my CDL 20 years ago on a manual truck, and while i agree that there’s some knowledge lost with AMTs, overall they are just a better option.
AMTs reduce equipment wear and tear, increase fuel economy, and lower the time needed to train drivers.
They generally carry all the benefits of a manual transmission without any of the drawbacks.
We do not need to lower the time needed to train drivers. We need to increase it. Glad to hear about the buttons, though.
I don’t disagree, but as it is, there’s a large driver shortage, so anything that increases the hiring pool is seen as a positive.
There is not a driver shortage. There is a driver retention problem. Big companies treat drivers like disposable assets, piss poor training, and horrible pay.
Yup. I decided to drive a desk when I almost died alone 600 miles from home. It’s a hard enough job without being treated badly.
No joke. I started with Werner 13 years ago, managed to make myself a “golden boy”, then went to Melton 2.5 years later. Smaller company, similar pay, but treated so much better, which is sad, because average Melton is better than golden boy at werner. 2.5 years later, went to a small family owned regional company where my pay was 50% better, fully paid healthcare, paid meals on road, and 2 days off a week. Biggest reason current company loses drivers is retirement. And the American Trucking association (which is the lobbying firm of megacarriers) just keeps pushing lower standards to solve the “shortage”. Torques me off.
Well said.
How did they implement the hot air snow removal? Why didn’t they use a heated surface? There are several transparent conductor solutions available. Perhaps none are robust enough.
As someone not-in-the-know, is Mack having a bit of a resurgence? I feel like they slowly declined (this is just from anecdotally seeing what is on the road) in the ’90s and aughts, but I’ve been seeing more and more of them lately.
Mack has gone through several restructurings over the years, 2008 being the most recent. The product offering has always been very strong, with a loyal customer base, but company finances have been tricky. Under Volvo ownership, Mack has been poised to fill an important part of the market segment that was not served by the Volvo portfolio.
I actually helped design these! Fun to see it here.
I’m surprised you’re not getting Torch out there since he only lives a few hours south.
Ha, only a trucker would consider an 8 hour drive “close”.
Haha i feel seen.
Is this enough for me to tow my 5 foot trailer?
Do they still offer a manual transmission like the Eaton “Roadranger” 18 speed? If yes, what’s the take up rate for a manual?
Or do they only offer various automatics?
What is the take rate for a manual transmission.
Sorry – maybe this is a joke that didnt land with me, but there isnt a manual transmission available, and hasn’t been for years….
Not a joke. I figured Mack was still selling a small percentage of trucks with an Eaton manual like their competition.
Can you do a J turn in one?
What happens if you press both the gas and the break pedal at the same time hard as you can.
I know you’re kidding, but they’re actually designed so that the brake overrides the throttle.
I figured, but lets find out for sure.
Your test drive ends.
Driving: is it easy to spin lock to lock? How does it center in the lane on the road course?
Engineering: what is the maintenance interval on the air suspension? Any talk of diesel electric? How has the cab been “crash-optimized”?
Suggestions for Allentown: Yocco’s is a local hot dog chain started by Lee Iacocca’s parents, they have great pierogies too. A lot of enthusiasts gather at Wawas in the area, or at least they did when I was a kid. Bethlehem Steel’s main plant is now a casino but hosts many live events and incorporates the old equipment into the setting. You can drive down Route 222 and find Amish horse and buggies on the adjacent country roads. If you’re really adventurous, most diners (there’s at least 3 within 10 miles of the Macungie works) will serve pan fried scrapple (pork scraps and cornmeal loaf). Allentown has mostly replaced heavy industry with warehousing and logistics, sample Interstate 78 if you want to see the unhappy coexistence of road construction, truckers, and east coast angry drivers.
I’m addition to what was mentioned above, Allentown actually has a car museum! It’s called the America on Wheels museum and could be with checking out and meeting highlighting.
There is also a monthly cars and coffee that draws good crowds. I saw DeMuro’s S-cargo there once even. It used to be held at Steelstacks, but it sounds like it’s been moved due to construction. The old Steel mill made for an awesome backdrop.
There’s also Allentown Brew Works, which is across the street from the Farr Lofts, where I lived close to 20 years ago now.
Great opportunity, thanks for doing it. I have two questions.
1) I’ve for a long time wanted to see diesel-electric motors. Why is this not happening? Do they see any future for that, or are they skipping right to full electric?
2) There’s all sorts of videos comparing the “modern, way better European” trucks to our “old, dated” trucks. Lots of drivers in the US will not have interest in the exterior style of the Euro rigs, but is Mack seeing convenience or safety features they would like to incorporate into their trucks that are common in European models?
Honestly, American trucks are all about sleeper size, something European trucks fail at.
I just watch the videos and haven’t driven myself, so like hearing all the info! Thanks.
European drivers want the latest and greatest. Older American truckers want the outdated stuff. There is a reason the top of the line American truck looks 50 years old. Comes down to cultural differences. If you want direct comparisons between European trucks and American trucks, go to Australia. They have both. And funny thing. Their king of the road is the Kw, an American style truck. Europeans just have a superiority complex.
I worked on a lot of the 1st Gen electric projects for heavy duty trucking and i can give you a little insight.
Awesome response, I appreciate you taking the time to lay it out. All makes sense! Be interested to see how the process to modify for NA market and what that looks like.
At a high level it’s a combination of modifying for vehicle specific traits and legal requirements.
Physical items such as longer lengths, axle counts, etc. require software and function changes to support.
Then you get into more legal specific things like the fact that in EU there are different compulsory legal items like TPMS or Functional Safety.
It’s…. less interesting then you’d imagine.
The actual MPG number and if it has any sort of electrification?
You’ll never get this number from an OEM, however there are a lot of people on socials who will give some numbers, check out Joel Morrow.
Ask them why they got rid of the cool names like Maxidyne, Maxitorque, Thermodyne, etc…
Yes! And why they got rid of the bulb box. Every Mack until the middle 60’s came with a cylindrical box that contained a spare bulb for every light on the truck. I was stopped outside of Petersburg, VA once for having one headlight (had 2 when I left Norfolk). The cop was surprised when he came back with the “fix it” equipment ticket (no fine), to find the light fixed. He signed off on my repair himself. The time he spent running my license was sufficient for me to fix the light with my bulb box.
Because LEDs?
Oh, probably. Hope they don’t interfere with the radio, but I suppose everyone’s getting online music now.
What is the thermal efficiency of the engine?
Is there a NG pilot ignition option?
What tricks, besides aero are they using to improve fuel efficiency? Cylinder deactivation? Hit and miss? Water injection? Hybridization for city/mountain trucks?
Well, thanks to Jalopnik, we all now know how to use that power divider switch, right?.
https://www.jalopnik.com/2190405/semi-truck-power-divider-inter-axle-differential-explained/
Let us know if those switches work as described, okay?
Damn the old site that old site “shall not be name” is really dead. Also a quick glance a that article ummm the trucks I work with if you try and activate PDL while in movement you know what it does? Nothing because well yeah modern electronics are there for a reason so you cannot mess things like that up. Also depending on the spec some PDL’s will turn off over a certain speed.
Read the comments on that article. They’re not very complimentary. 🙂
Hmmm I wonder who the Anonymous Person is haha but yeesh that site just needs to be brought back like old yeller already then again most sites are just going to get scooped up by media companies and just push out AI slop for the AI slop response Google gives you now.
They still have Bradley Brownell, Tom McParland, Collin Woodard, Amber Desilva, Rob Emslie, and Ryan Erik King, who are at least writers in the meaningful sense of the word.
Most of the rest of them are purveyors of A.I. slop. Once in a while you get something from them that is interesting, but they seem incomplete.
The comment section can sometimes be more informative and more enjoyable than the articles.
NP or ND was a staple of my morning routine for nearly a decade and every time it didn’t get posted I got scared that Rob was gone for good. Then as I started spending more time here I started hoping Rob would come over. I hope that may one day be the case.
I enjoy the writing of most of the folks you mentioned, but many of their articles are too few and far between compared to the majority of what gets posted.
NPOCP.
I have two questions one have you driven any current competitors to Mack/Volvo? If so how do they compare? (As I stated below I know how most the brands compare to one of the brands as I have sat in all of them to compare to my companies products hah)
I like to use the following comparisons:
International should be compared more to Chrysler products or worse nowadays oh how the mighty have fallen.
B/c of the era in which we live, is Warner Brothers now totally jerky about the Yosemite Sam mudflaps or are they still cool with them?
A fun thing to describe for folks who haven’t experienced it, is the feeling of 1500 ft/lbs between 1000-3000 rpm. A bobtailed semi truck, especially a single axle, with a 10 speed and lots of gear skipping is FUN! I assume that these new ones are automatic, but if you get a chance to wheel a stick, do it. Cowboy shifting ain’t hard, it’s all timing and confidence, but pulling it off makes you feel like a superhero.
Manual is still offered as an option. For the POS’ I do R&D for we have our sister brands engine and trans and said trans is a 14 speed automated manual (so manual converted to an auto) we also offer Allison automatics and eaton stick shifts of current products. The trucks we are currently working on for a future product though only have our in house trans with possibly plans of bringing back the Allison and Eaton but priority right now is our combined power train combo and cummins here in the coming months.
Side note we have the sister of these Macks, a Volvo, for benchmarking and yeah they are a night and day difference from ours and shows how far behind we are from the competition haha.
Only 1500 ft/lbs? Try 2000, buckaroo!
Maybe for a big tandem sleeper, but the regionals I worked on were typically N14s rated well under 2000.