diesel07

saw the show and if you ask me what I thought of it....It gave off the impression that they took a cheepo truck and cut it apart knowing it was cheep junk in the first place. look it can lift 8000lbs but not 10,000lbs.... lets see what this POS is made of now as we cut it apart. We all have seen Monster garage and myth busters, they dont bring in a 2010 new cadillac and cut it up, that would cost to much. besides why would cadillac want their new pride and joy shown in a distructive matter? Instead they get a junk car and turn it into something "cool".

With all the shows on TV its sad that a volvo/Mack rep thinks that takeing a new garbage truck and cutting it up making it look like shit will bring in more sales. This is beyond me? Is it not better to show that their new truck / engine will beat a cat powered pete out of muddy dump site or up a steep hill in the off road? show that the truck can be dressed up with some chrome? I think that this show gave more of a discrace to the Mack name than "wow this truck is something to talk about".

just my .02

Hi, it was dissapointing to see that truck being cut up because I personally worked on it in Hagerstown when it was new. But this truck would have been dismantled anyway. It was a prototype that was finishing up with our field testing. So the only parts on this that have been worth keeping in the long run are the refuse body, frame, axles, transmission, and the cab body. Maybe since it would have been parted out anyway at least got Mack some publicity. The good news is the truck made the customer happy and they are buying more :)

The mesh screens inside the nozzle are too fine. Mack released a redesigned nozzle that has a much larger screen so they don't clog.

Hi, have you been able to find the information you are looking for? If not, let me know and I will see if I can help you out.

did you find out what the problem is? in case you didn't...............

check the DOC and see if the inlet side is caked solid with soot. if it is, then you are probably actually flowing way too much egr. check for stuck egr valve by whatever it says in the guided diagnostics/PTT.

if the DOC inlet looks pretty clean then the sensor or wiring is probably lying. get out the ohmmeter

So I hope there are some of these dudes reading this forum and see what is being writen here!

I'm familiar with these pumpers, and I think the engine side and the chassis side have worked out the issue. Did you get your pumper fixed?

I appretiate what you have said and like to hear that kind of dedication to product that I once had, But the engine is the engine And seems like a good engine ,BUT Theres more to this than just an engine. they volvotized the rest of the truck as well!Lift the cab off and there sits a Volvo frame!We had a good frame! We could have used the mack frame and volvo cross members Best of both worlds! Mack engine mounts nothing wrong with them either simple design they worked!

Volvo seems to like to complicate simple concepts That does not impress me! They make mountains of mole hills .

We need to build a truck that in the end we can be proud of and the customer can rely on for the most part! adding complication to it isn't doing that!

Have you ever watched star trek on the tube! Volvo is the Borg and WE have been asimilated ,Risistance is futile.

When you look at a frame/engine/trans from just a few years ago and then see a change while Volvo owns Mack, doesn't mean that Volvo took charge and changed things just for fun. One issue that all heavy duty trucks had for 2007 was fitting the new filters in the existing frame. Its pretty much once the customer, government, and Mack say what must be on the truck, the next step is to change what you need to to make everyone happy. It would be nice to build a truck like Mack did 30 years ago, but with the strict requirements from fleet owners, government, fuel mileage, etc......you end up stopping a design that was good back then but doesn't make everyone happy today.

Perfect example is why you won't find a steel bumper today; cost savings, fuel mileage (weight), and safety. some things just aren't practical anymore. If there is a market demand for something, it will be manufactured. That goes both ways so its good and bad.

One more thing, when the blue dpf smartswitch is left in the middle position, the truck is set to regenerate automatically.

If inhibit is pressed (bottom of button), then there is a road speed limit now set at 10mph less than the road speed when it was pressed. The new road speed limit will remain until the inhibit is turned off (switch in the middle position). If you press it when stopped, the truck won't go over 10 mph.

The reason behind that is if your going above 10mph, there is no concern with high exhaust temperature and you really shouldn't be pressing it.

If the top of the switch is on steady or flashing, you would need to pull over and then press it. It would probably take about 30 minutes. But the MRU/LEU MP7's got the "burner" style dpf so you should never need to pull over. The other systems may have to if the engine isn't running hot enough.

Bottom of switch glowing - Regenerations are disabled, and will not be enabled until you put the switch back to the middle position. When these trucks were first released it was easy to forget you had regenerations turned off. But now that Mack has a road speed limit tied in with the inhibit, it should prevent people from forgetting or misusing the switch.

hope that helps!

One has to remember the economic realities of truck building though- the market is increasingly price competitive like the car market, and you need at least 200,000 units a year of a model in that business to be profitable. IIRC, Mack has never sold anywhere near 100,000 trucks a year, and that volume has traditionally been split between several models. Only by sharing a lot of basic parts like engine blocks, cabs, etc. can Volvo get near the 6 figure annual volumes needed to be competitive.

Thusly we can assume that Mack and Volvo will share engines for years to come, the next generation Volvo cabs will be shared with Mack, and we may see Maxitorque transmissions as an option on Volvo trucks. Keep in mind that this isn't really anything new- legend has it that the MR cab was originally designed for Diamond Reo and is reputedly built by a tractor cab manufacturer in the Quad Cities, the chassis and most of the axles on most CHs were built by Dana Spicer, the MH cab was built by the same vendor that did White's fiberglass cab, and the N model shared a Budd built cab with the Ford C series. Then note that the B model cab bears a susupicious resemblence to a contemporary Reo cab, and who built the early Mack pickups?

well said

Well first off, the CL is no longer in production. But in regards to Mack engnies, the new Mack and Volvo engines share the same block; however, all the "trinkets" on a Volvo engine are Volvo, and all the "trinkets" on a Mack engine are Mack. Both engines are made in Maryland.

I work at the Hagerstown plant. I give everything I have into these engines. For the Volvos they get what Volvos want, for Mack they get what Mack wants. Mack needed an EPA compliant engine, along came Volvo that had one. Hagerstown, Macungie, and Allentown have much of the same engineers, mechanics, staff as before and they are all still busting their butts on making the Mack product, only now we have global resources to help us get the job done. We have the backing of Mack, Renault, and Volvo; thats a lot of experience and budget. Mack still gives us their requirements and we meet them. If you like Macks, keep buying Macks....it reminds Volvo of why they wanted Mack , because that is the kind of truck that the majority of the North American market wanted.......but they have to keep it competitive too.

Even though the engine may have its roots in Europe, its been designed, redesigned, tested, and manufactured by us Mack guys and Volvo guys (Volvo just gave us a state of the engine lab....no complaints). There are thousands of american workers that are supporting this. As far as I'm concerned its an american made Mack product. Things didn't change because of Volvo, things changed because of what the customer and regulations demand.

After doing several small recalls on 3 CXU's during the last week , I decided to run one down the road for a test drive. The truck has a M-P 8 415C , 3.73 gears, 10 sp fuller and 22.5 fullsize tires. I could not believe the power, it pulled to 2200rpm in every gear and pulled hard. On a very short on-ramp on to the interstate I hit 70mph from a dead stop from the stop light to the interstate. I have drove the MP-8 485 hp before and this 415 hp was almost equal in power. Of course this is with no trailer or load. It reminded me of the V-8 when driving, it felt like kicking down in passing gear on a car. I know alot of people on here dont like Volvo and us using the volvo motor in the Macks but we finally got a motor with a 100 cid more than we ever had since the V-8 days. The MP8's are holding up great, the only problems are with the damn DPF filters that we have to run on them, (thanks EPA) We have yet to have a low power complaint on any M series engine(except for DPF derates) and we have quite a few running around here. Any one else out there drove any M series engines?

I have to say that the MP7 and MP8 are quite nice when it comes to power, I have been impressed with every one of them. There are so many restrictions today and competition that I'm glad this motor will keep up with the others in those regards! I think Volvo just needs to see everyone buying up Macks like they have been, because face it....as everyone said....people that buy macks don't buy volvos, and people that buy volvos don't buy macks. I dunno, its sad to see a lot of things get discontinued, but on the contrary Volvo is investing in Mack so I can't complain.

DPF's are just going to take some and nobody will notice they are on there, just like catalytic converters. I'm looking forward to that day!

You know I got to thinking. If Mack is having problems with the DPF system what about Volvo? If the engines are almost the same then the both companies should be experiencing the same problems. Anyone hear anything about Volvo and DPF problems?

Volvo only uses the Fleetguard DPF. For this system an injector in the exhaust stream delivers the fuel for regeneration. The heat is produced from the engine.

Mack uses the Fleetguard and the Emcon (Arvin Meritor) DPF. The Emcon DPF is ideal for duty cycles where the engine does not naturally produce enough heat to atomize the fuel and clean the filter. It will actually light a small flame in the burner of the DPF to make the heat. The Emcon DPF does not have an injector in the exhaust, rather a nozzle.

If you drove a truck with the fleetguard behind a truck with the emcon dpf on a garbage pickup route, the fleetguard dpf would require the driver to stop and regenerate after a period of time. The emcon dpf lets the driver keep moving without being bothered by having to do anything.

Fleetguards are better for on the highway because they can burn off soot if the engine exhaust gets really hot without using fuel. Emcon can't do that, but on a refuse route, the engine wouldn't be able to make enough heat anyway so Emcon is more suited for this kind of truck.

There are pros and cons to both systems which is why they are used on certain trucks. But both systems will have a minute or two of white smoke when you start them in the morning, the ceramic filter holds condensation. Nothing to be worried about. The pictures above show white smoke from when the flame went out because of a problem, once it goes out the white smoke is just unburnt fuel. When the dealership repairs a dpf problem they may see white smoke from the leftover fuel from whatever the problem was.

Fleetguards use a thermistor temperature sensor, Emcons use a thermocouple. Since the flame causes the Emcon to run at higher temperatures, Emcon has to use a heavier duty sensor than the Fleetguards.

Emcon had issues with their cold junction block and some of the wire harnesses. Mack is fixing that this month and life will be good