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Built for the long haul.

The Mack® Highway Series is made to stand up to the rigors of the road so you can deliver on your promises.

Pinnacle™ AF Sleeper Rawhide

The Pinnacle™ Rawhide® Edition features stainless steel and leather stylings making you the envy of the road.

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Pinnacle™ AF Daycab

The Pinnacle™ Daycab is a powerful, economic, maneuverable workhorse for all your regional trips.

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Pinnacle™ AB Sleeper

Pinnacle™ Sleepers are designed for comfort, heavy loads, steep grades and long hauls.

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Titan offers a luxurious work environment so you can tackle your most demanding jobs comfortably.

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Drive an integrated powertrain from the company that invented it. Equipped with dominant Mack® engines and transmissions, you increase efficiency without sacrificing power.

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Over 460 locations with 15,000 skilled service providers nationwide. That's the comprehensive support you can count on in a Mack.

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Actions speak louder than words.

Straight from the drivers and dispatchers actually doing the work, first-hand accounts from our highway customers let you experience the real world benefits of owning a Mack.

  1. Highway Transport Chemical

    Highway Transport

  2. Cold Star Freight

    Cold Star

  3. Big M Transportation

    Big M

  4. Lone Star Milk Transport

    Lone Star
    Milk Transport

  5. Comcar Industries


  6. Hell Bent Xpress

    Hell Bent

Comcar Industries - Auburndale, FL

Family pride fuels six decades of growth.

Comcar Industries has a rich history studded with achievements. Over the past 60 years, the family-owned business has built not only a trucking empire but also a quiet reputation for getting the job done right, with the warmth and sincerity of a Southern company rooted in tradition.

The Comcar difference is evident from the moment you enter the property, which is nestled in a downtown industrial area of Auburndale, Fla., and encompasses most of the block. The company's white trucks, emblazoned with red and blue stripes, enter and exit almost continuously. A painting of company founder Guy Bostick - now 94 and retired - looks down upon it all from a wall in the building's lobby. His influence at the heart of everything Comcar has become and everything it stands for in the trucking industry is still on display.

Mark Bostick, Guy's son, is determined to carry on his father's legacy, with an unwavering belief in hard work, family values and a corporate culture built upon people first. Mark Bostick always knew what he wanted to be when he grew up. He learned the trucking industry at the knee of his father, who worked long hours building what would eventually become Comcar Industries. By the time Mark was 14, he was washing trucks and trailers and learning the ins and outs of the company he would someday own. He loves to tell the story of the company's humble beginning. In the 1940s, Guy Bostick sold the family car (much to the chagrin of his wife) to buy his first truck. In 1953, he founded Commercial Carrier Corporation, figuring that if he could eventually own 25 trucks, he would be doing well.

By the time Mark Bostick joined his father full time in 1981, the company had annual revenue of more than $30 million. Today, it's more than $400 million, and the small family business is one of the country's leading carriers, running four separate companies with more than 45 locations nationwide, with more than 4,500 employees and 3,000 trucks. The flagship company, Commercial Carrier Logistics - Comcar - handles dry bulk commodities, construction materials and consumer products on short-haul, regional, interstate and intrastate routes. Midwest Coast Logistics, based in Sioux Falls, South Dakota, is a refrigerated truck line; and Coastal Transport Logistics, based in Savannah, Georgia, is a flatbed carrier. CTL Distribution Logistics, also based in Auburndale, Fla., is a local, regional and long-haul chemical tank line.

"I always knew this was what I wanted to do," Bostick says. "My father never pressured me to be involved, but I felt like it was such a great opportunity. When I went off to college, I took business and management classes geared toward eventually becoming part of the family trucking business." His sons, Barrett Bostick and Scott Lingenfelter, are following in the family footsteps as well, with the former working as Comcar's president of commercial carriers, and the latter serving as vice president of purchasing.

Approximately 80 percent of Comcar’s 3,000-truck fleet is comprised of Mack trucks.

Mack DayCabs and sleepers comprise about 80 percent of the fleet. The trucks average 2.5 years old, with most logging 100,000 to 125,000 miles per year. "We want trucks that run and don't break down," he says.

"We want a truck that all we have to do is preventive maintenance, ­changing oil and tires and things like that. We want the uptime."

He shares a close relationship with his local Mack dealer Charlie Brown, executive vice president of sales and marketing at Nextran Truck Centers in Orlando, Florida. One of their earliest projects required Brown to rush deliver 100 trucks, which he did. Over the years, there have been other challenges, but Bostick and Brown have always solved them together. "Mack is really the leader in the industry," Bostick says. "They've got a good product, and it's been reliable. But it's not just selling the truck, it's about being there after the sale and helping us if we have issues or problems. I feel like Charlie is part of our team." "Mack does this for everyone," Brown says. "There is an extremely close relationship between Mack, the customer and the dealer."

Having the right equipment is important, but it's equally important to hire the right people to operate the equipment. Many of Bostick's employees have been with the company more than 40 years, and newcomers undergo a rigorous 60-step hiring process. The company's standards are so high that only 1-2 percent of applicants are hired. "Our people are an integral part of what happens here," he says. "Anyone can operate trucks and trailers; it's the spirit and professionalism of the people that make the difference."

Comcar, like most fleets, has to deal with the industry-wide shortage of qualified drivers. The recession forced Comcar to downsize the company by more than 1,000 employees, a hard time for everyone involved. But even as the nation recovers, the driver shortage remains a huge challenge for Comcar. Regulations, an aging population of drivers and the lack of interest in trucking by young people creates a perfect storm of labor shortages. However, Comcar has stayed competitive in both driver pay and benefits. Even more important, their drivers gain a sense of workplace family and an ingrained corporate culture that began with Guy Bostick and is carried on today through his son and grandsons.

Comcar was founded in 1953 by Guy Bostick, and Mark Bostick is keeping his legacy alive through his people-first philosophy. Comcar has become one of the country’s leading carriers, running four separate companies, with offices in more than 45 locations nationwide.

Comcar, like most fleets, has to deal with the industry-wide shortage of qualified drivers. The recession forced Comcar to downsize the company by more than 1,000 employees, a hard time for everyone involved. But even as the nation recovers, the driver shortage remains a huge challenge for Comcar. Regulations, an aging population of drivers and the lack of interest in trucking by young people creates a perfect storm of labor shortages. However, Comcar has stayed competitive in both driver pay and benefits. Even more important, their drivers gain a sense of workplace family and an ingrained corporate culture that began with Guy Bostick and is carried on today through his son and grandsons.

"We try to treat people like we would want to be treated: with dignity, courtesy and respect," Mark Bostick says. "It was important to my dad, and it's important to me. We try very hard to make sure that philosophy permeates the company." Though his father is 94 and no longer works in the office, his desk has remained just as he left it. The corporate culture he established remains as well. "My father

taught me to treat people right, work hard, do the right thing and be honest and ethical," Bostick says. "Your word is your bond. We believe in buying good equipment and maintaining it, and we value our people and want to do things the right way."

Bostick says he hopes to continue moving forward on the same steady trajectory that has carried Comcar through good times and bad. When potential new hires walk through his doors, he always looks for people with good attitudes who want to be part of a team. "I tell people, ‘Life is too short not to enjoy what you do,'" Bostick says. "I want people to look forward to coming to work and being here." As for Bostick, there is nowhere else he would rather be. "It's obviously in my blood," he says. "There are always challenges, but there are always opportunities, too."

Highway Transport Chemical

It is a cold, blustery day in Knoxville, Tennessee, and the parking lot is vacant at Highway Transport Chemical. Larry Edwards smiles as he surveys the empty yard. This is exactly what the maintenance director likes to see: All his drivers are on the road, and all his trucks are fully functional. When you’re paid to solve problems, the last thing you need is a glitch in the system.

The family-owned company was founded in 1948, and it has developed an ironclad reputation for on-time, error-free delivery of chemical products.

The 282-truck fleet transports bulk liquid chemicals, including latex emulsions, acrylates, cleaning compounds and solvents. They serve 48 states and Canada. Delivery is routed through 10 strategic terminals located in Tennessee, Georgia, Kentucky, Louisiana, Michigan, Texas, Pennsylvania and Illinois.

Safety is critical, Edwards says, and he attributes the company’s long success to employees’ attention to detail and commitment to meeting customers’ needs. Clients can use an online portal to follow the status of their loads from pickup to delivery, and each truck uses Omnitracs communications technology for dispatch instructions, electronic logs and electronic vehicle inspection.

Every load comes with its own set of challenges, and Highway Transport thrives on figuring out the best way to get the haul to its destination, whether it requires specific loading or unloading procedures, a particular length of hose, heat in transit, vapor recovery fittings or a new piece of personal protective gear for the drivers.

Sometimes the hardest part of the job is coping with issues that vex the entire trucking industry — driver shortages, rising costs, and Environmental Protection Agency (EPA) mandates. When Edwards arrived at the company 18 years ago, Highway Transport had 180 drivers. Now the company boasts 260 drivers and an enviable 95 percent average capacity, but driver recruitment and retention is a full-time job, he says.

Highway Transport tackles the problem by offering a competitive pay package while searching for ways to increase driver satisfaction. Terminals are equipped with washers and dryers, vending machines, and wi-fi for drivers convenience during their off duty hours.

But the biggest draw is the equipment. As Highway Transport replaces tractors, the management team is continually looking for the same things: improved safety, more comfort and better life cycle costs.

That’s how Lloyd Oslonian, executive salesman at Worldwide Equipment in Knoxville, became an integral part of the Highway Transport team.

Oslonian has been with Worldwide for 32 years, and he took over the Highway Transport account in 1999. He estimates he has sold between 500 and 600 trucks to the company over the years. It wasn’t hard to keep them in the Mack family, Oslonian says. It was just a matter of staying in touch with their needs and letting them know about new products coming down the pike.

Highway Transport has always been a big user of Mack Trucks, Edwards says, and the fleet operates 70 percent Mack. He likes the Mack brand for its heavy-duty strength and durability, but there was one catch: As other haulers moved to automated transmissions, Highway Transport balked, worried about specs and driver response.

Because of EPA engine emission standards and changing customer needs, the trucks are carrying more equipment — and more weight — than before. They couldn’t afford to add a heavier transmission to the load. They had a group of older Macks that Worldwide had refurbished, and they decided to stay with those while they waited and watched.

When the Mack Pinnacle came off the assembly line with a new mDRIVE 12-speed automated transmission it immediately caught Highway Transport’s attention. It weighed the same as a standard 10-speed manual, and Mack manufactured its own transmission instead of outsourcing. On top of that, on the mDrive automated transmission, Mack offers a standard warranty of 7 years, 700,000 miles.

That demonstrated to us the faith and confidence Mack has in their product,” Edwards says. “We like the Mack product in general. It’s just a good, solid truck that does a good job for our tanker service.”

The programmable features of the new engine platform convinced Highway Transport to make the switch and they quickly placed an order. After only a few weeks with the Mack Pinnacles, they decided to order 55 additional Pinnacles, all with the mDRIVE transmission.

Edwards credits Worldwide Equipment for working hard to meet their needs, but Oslonian says the Mack brand sells itself, especially to customers like Edwards, who knows what he needs from his equipment. He has helped them with their various tractor specifications of daycab and sleeper tractors and when they went from hauling chemicals and petroleum to just chemicals. But one thing never changes: When you show up at Highway Transport, you better arrive prepared.

“I owe them a lot, because they have made me a better salesperson,” Oslonian says. “They force you to know more than most salesmen might know, because I can guarantee you, they will ask questions no one has ever asked before. They’re very detailed and knowledgeable about what they do, and they will challenge you.”

Still, the Pinnacle was an easy sell, he says, and driver reception has been positive, even among those who were initially skeptical, like Mike Gilvin.

Gilvin joined Highway Transport in September 2014 and had only driven manual transmissions. “I wasn’t sure the automated could handle going up hills,” he says. “You feel like there is a little more control with shifting. But I’ve gotten used to it, and I’m doing really well with fuel. I used to average 6.5 to 7 miles per gallon, but I’m averaging 7.5 now. And they have come a long way with emissions. It’s better for the environment.”

The cost savings have been significant, Edwards says. Now that they’re getting 7.5 mpg, they have moved their 7 mpg trucks to their regional operation, replacing units that were averaging only 6.5 mpg.

“Most of our drivers were a little apprehensive because they have been driving standard shift transmissions for a lot of miles, and they felt they needed to be able to shift to maintain full control,” Edwards says. “After driving the trucks with the mDRIVE for a few miles, they realized that the transmission does all the work and makes driving the truck much easier. Anyone that has ever driven a truck through Atlanta traffic would appreciate an automated transmission.”

It’s safer, too, he says, because drivers can keep both hands on the steering wheel at all times — a small point, it might seem, but critical when hauling hazardous materials.

The future looks bright for Highway Transport. They reported a 2014 revenue of $74 million, and they have consistently exceeded growth targets by 5-10 percent each year. Many of their customers are Fortune 500 companies, and Edwards anticipates the addition of more trucks and terminals.If things continue to go well, even more Mack Pinnacles will join the fleet.

“With the mDRIVE, when it comes to efficiently operating our trucks, we feel our least efficient driver has become as good as our most efficient driver,” Edwards says.

Cold Star Freight

When Cold Star Freight Systems became one of the first Canadian companies to buy CNG Class 8 tractors, owner Kelly Hawes wasn't thinking about setting a precedent. He just wanted a truck that would cut costs, not corners. That and improve emissions while breaking the dependence on diesel.

Hawes founded the Victoria, British Columbia firm in 1999 based on the idea that a transportation and storage company should use the same safeguards as the rest of the food-processing industry. When it came to the fleet, he wanted his 35 vehicles to meet a comparable set of requirements.

He found the answer to that challenge when the company bought 10 new Mack® Pinnacle™ models running on compressed natural gas from Brian Burgoyne and Mack Sales & Service of Nanaimo Ltd.

Right out of the gate, the Pinnacle models delivered. Outfitted with 12-liter Cummins Westport ISX-G engines rated at 400 HP and 1,450 lb.-ft. of torque, the Pinnacle DayCabs have delivered a 20-percent savings, he said. “And we are confident that we will make 30 percent. ”The Pinnacle’s 191-in. wheelbase, 12,000-lb.-capacity front and rear axles and twin 45 DGE (diesel gallon equivalent) tanks give each vehicle a 700-kilometer (435 mile) range between refueling—more than enough to pull 55,000 lb. loads of groceries and food products from the mainland to Vancouver Island and vicinity.

But the Class 8 CNG models offer far more than fuel savings to Cold Star. Reliability is the primary benefit. “Our trucks are running 22 hours a day, five to six days a week. We have multiple drivers jumping into the same truck. We need reliability and durability. That’s why we went to Mack. We did experience a minor issue when we first received the CNG trucks that was caused by sensitivity in a particular area of throttle operation. Very small changes in the throttle plate would result in large changes in air flow. Once the trucks were calibrated to address this issue, the trucks have been performing extremely well.”

Reliable service is just as important as dependable equipment. “The guys in Nanaimo are absolutely fantastic,” said Hawes, who has purchased Mack vehicles for the past five years. “They know we can’t break down, that we need a shop that is flexible. We were confident they would support us after the purchase.” Driver satisfaction is a big plus with the new models. “We used to buy competing trucks and the knobs would fall off and the truck would look junky, and pretty soon nobody cared about it. With the Macks, everything from the switches to the door handles last. The drivers take pride and keep them looking good, because they want a decent working environment.”

Standardization has helped with drive acceptance of the CNG vehicles. “The reason we went with Mack was that we could spec them exactly the same as our diesel trucks,” Hawes said. “By doing that, I have a direct comparison of fuel mileage and cost. And there is no difference between the CNG trucks and the diesel Macks as far as the driver’s experience.”

Fueling is simple and quick. “They’re in and out in less than 15 minutes—the same as with our diesel trucks.” And the trucks are clean. “There’s no soot and they’re dead quiet. I jumped in and took one for a run and couldn’t hear the engine. I had to look at the tachometer to know when to shift.”

Of the company’s 21 company tractors, 14 are now Mack—a trend that Hawes plans to continue. “I don’t think of Cold Star as trucking company. I think of us as a warehousing and distribution company that needs trucks to do what we do,” he said. “I don’t want to focus on maintenance and repairs. I want to know that the trucks we buy are doing the job. Mack is a work truck. It does what it's supposed to do."