Theyre junk. Plain and simple

@@RixifyTV I’ve never driven one full time is why I ask. It’s a shame R-models we’re know for being able to put any driver in them they were so well built.5-6 speeds a monkey could do that. I started in heavy wreckers and there were a lot of Mack’s,Louisvilles and T-800s. When you say junk it’s what components,fit and finish,paint???

it's not worth listening or even responding to that guy. It's just another one of those narrow minded dumb4asses that think their oppinions are somehow (facts) or whatever. I don't know why there aren't all that many of them. But i do know that a lot of people are fine with driving them. Even the hard-core manual fans often give credits to the Mdrive automated transmission. As long as their not the childish manchilds that only want 1 thing and nothing else and can't handle it when it's not that 1 thing they want. And i see a lot of people liking the low-end torque the engine gives. They're probably not the best out there and definitely have their weaker spots. But let's be honest. What truck doesn't. Even the best of the best trucks out there, won't satisfy every indifidual person, and will have their weaker spots. My only guess as to why they're not around as much as (for example, Kenworth, Peterbilt, Freightliner and so on). Might have something to do with Mack simply not being as big of a brand. As well as the Anthem not being as fuel efficient as the Freightliners or as stylish as the Peterbilts and such. So they just kinda fall short on both sides. That doesn't nessasarily make them (bad) though. They're just not for anyone in particular. Those who like it, like it. For their own reasons. Those who don't. They just don't. Which is fine. As long as they don't act all child-like and rip on it just for the sake of wanting to hate it. Which happens often unfortunately. While they rarely give a decent or reasonable reason as to why.

@@fuzzybutkus8970 It's the same engine and transmission that are in the Volvo's, albeit with seemingly different programming for shifting. So it starts with the best OTR transmission in the industry from the get-go. Each one of the Mack Anthem sleepers I've sold has amazed the end-user (who is sometimes not the buyer, but the fleet driver who the owner of the company bought the truck for) with the comfort of the drive. In that, they are so different than Mack's previous sleeper offering. I don't know why the RixifyTV believes they are junk; they hold together well with that Mack-truck toughness, and many of them (if taken care of) will last hundreds of thousands of miles beyond Cummins and Paccar-powered trucks in the years to come. And, they are 100% American manufactured. Not built in Mexico or Canada like Peterbilts, Freightliners, Internationals, etc. So perhaps RixifyTV isn't an American, and he's supporting his local country's economy?

@@DannyHanny_ Mack’s have always been known for their workmanship and dare I say it the ability to put just about any driver in one and the truck will take it. I started in 84’ and a lot of the R-models were still around in construction. I started driving heavy wreckers. A ton of old Mack’s around in that line of work.lol. A company in Chicago named Sams seemed like they saved them up to haul construction trailers.

thats a volvo dd13 rebadged engine check out a current model and you will see same engine and transmission with identical push button transmission pad

Greetings. I believe that this truck was red from the factory. It does have the Mack MP8 in it that is basically the same as the Volvo D13. We're in Fort Lauderdale, Florida.

If we get them for good prices, we sell them for good prices.

Nunca habrá otro mejor

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Heya. This video is from a while ago. Contact me directly for what inventory we have.

Hi Jimmie. Contact us at Nextran Truck Centers and we can quote you a new one - or perhaps even a used one. It will depend on your specification choices in the truck and the body.

That truck is sold, but we can always make more. Call me at the Nextran Fort Lauderdale store for a modern quote with whatever you need in as far as interior and the dry-van body.

Perhaps if one of our partners would agree to build them, but not as an OEM unit from Mack. We work hand-in-hand with Fontaine Modifications (among many) - with what they are comfortable doing - to help our clients get the truck they need for the job.

They can be ordered from the factory with rear air bag suspension, but just like most medium-duty trucks, many of them haven't been. There are three levels of steel-spring leaf available: 17,500 pound, 19,000 lb. and 21,000 lb, and two levels of air-ride: AIR-MACK 19,000 lb, and AIR-MACK 21,000 lb.

@@DannyHanny_ thank you for the info.

@@filsolano5465 It was an excellent question. In my experience, too many clients buy a new medium duty truck based on price when, for just a little more money, they could have air-ride suspensions protecting their products or loads. I went through this with a local construction company whose welded-corner office door frames often cracked during transportation. The buyer fought me tooth and nail to get the least-expensive truck (which had to be a leaf-spring truck based on what he was willing to buy), while the staff was complaining about all the man-hours of fixing what they were transporting with leaf-spring trucks. A few thousand extra is worth it for many clients.

@@DannyHanny_ no wonder I couldn’t find that specific button yesterday when I went out for a test drive

@@filsolano5465 :-)

No good truck salesperson is going to quote an MPG for a load carrying commercial truck. First, there is no national testing format for such trucks. Second, it it highly dependent on the body (a flatbed is far more aerodynamic than a box truck), the load(s), the driving conditions and area, and - lastly - the drivers themselves. Short story: I once sold a flatbed to a client who was replacing a flatbed with about the same sized engine, but the new one was both more efficient (it was that much newer) and it had 60 more horsepower. The client called me up a few months later and asked if lockable fuel caps were available since he was pretty sure that someone was stealing the truck's diesel at night. They were available, and we got them for him. Two months later he realizes that nobody was stealing diesel, it was his driver having more HP, and using that HP to get out into traffic to accelerate faster. Even a more efficient engine can't do wonders for a driver who is going to hammer the throttle every chance he gets. Long story short: drivers, themselves, are so different in how they drive each truck that it's too tough to tell what the MPG would be. My guess, since the MD6's and MD7's focus was having a shorter cab to have a tighter turning radius than the competition (which means a lot in the suburbs and cities), is that fuel economy was not the driving design choice vs. having a longer, more aerodynamic hood (and the longer wheelbase for any given truck body) that would be a pain to work with in tighter environments. The Cummins mated to the Allison is a pretty good combo for fuel economy in and of itself. If someone were really concerned about fuel economy, they'd also be ordering a custom build with whichever specific rear-end ratio would work best for their routes and loads. That's the benefit with Mack; there are a number of rear-end ratios available should you want to do that. Most dry-van / box-truck clients aren't going that far to 'better' their fuel economy, so it's usually sort of a mute point to try to determine box truck MPG.

10-12 mpg. Ahhhhh.....AHhhhhhhhhhh....

Always call for a price. We sold this unit back in January of last year. I can't even imagine how much this truck would be worth in this market of scarcity. I would have to guess substantially more than a new truck would have cost if someone could get a new truck right now.

This 338 was CDL. The Hino 268 is generally non-CDL.

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Sorry, but this truck sold back then. Give me a call at 954-984-4949, ask for Danny, and I'll let you know what we have, mileages and prices.