ciw65

AussiChris: Just curious are you saying that the volvo D 16 and the cummins signature are the same or similar engines. How are they the same and what is the relationship between Cummins and volvo. Good day

Pretty much they are a Cummins rip off. Ok, the filters and bolt on bits are different, but block and head are pretty much identical. If you see a D16 next to a Signature with its shrouds and tin work off, there isn't much difference. And they have kept the design and scaled it down for the D12/D13. That's how come all of a sudden Volvo's had engine brakes.

Have to agree with old mate about them being gutless too, our 550 Volvo just isn't a shadow on our 550 Cat powered Sterling. They might be same cubic capacity, but they just can't make the torque.

Yep can do that for you Thaddeus. Won't be til tuesday though. I finally got an air leak on this thing that was easy. Leaky QR valve on the rear drive. 10 minute job. Something has to go my way sometimes. Pretty average looking engine bay til you look at it from underneath. LOL. Just an EA7-470 stuffed into a european (Renault) chassis. Will post pics tues night (local time) hopefully.

Some pics of this things air system rear of the gearbox.

This is a link that shows the old Detroit 2 stroke diesel fuel system The injector fuel is supplied to the injector via pipes external of the injector, but supplied from, and returning to galleries in the head, in this case 2 galleries, one for supply, one for return. Take out the external pipes and you have basically todays modern unit injector setup.

http://www.tpub.com/content/construction/1...s/14264_183.htm

Agreed yes, there is entrained air in all fuel supplies. But this is negligible and diesel fuel systems are designed with this in mind, as most have a minimum of 1/2" supply lines, but of late more like 5/8" or bigger to reduce vacuum restriction in the fuel line. As for the returned fuel, current engine technology isn't true "common rail" yet, although the new Series 60 Detroit is supposed to be, but I can't comment as haven't looked into it yet. What is normal situation with unit injector type setups is a fuel gallery in the cylinder head which feeds to the injectors. The injectors sit in a machined "hole" in the head ( usually in an injector tube or sleeve) and fuel under pressure is fed directly to them via the fuel gallery. The "out " end of the fuel gallery is usually smaller or fitted with a restrictor of some type to allow pressurization of fuel in the gallery, thus supplying pressurized fuel to the injectors. This fuel comes directly from the ift pump, usually a gear type either directly, or through a filter. Sometimes the filter is positioned on the inlet side of the lift pump, and sometimes there are 2 filters, one before and one after the lift pump. So to answer your question, returned fuel to the tank is what is not used by the injectors. Earlier Injector pump and individual injector type fuel systems are basically the same except the fuel gallery is in the actual injector pump, which has its own spill return line and some systems have spill return off the injectors as well. I will try to get into one of the engine manufacturers sites and send you a link that will give a diagram, easier tpo understand when you have a picture I find.

I hope this clears it up a bit

OK, what engine we talking here. The later E7/EA7 have unit injectors on the side of the block that are fed from a single high pressure pump. Earlier engines use an inline injector pump fed from a piston type lift pump. And any airin a diesel fuel system is bad and will cause problems no matter what the make. Cummins were more susceptible to it with the PT (pressure timed) fuel system than others simply by design. Tiny amounts of air would make them run like a hairy goat. Fuel return to the tank simply is what's not required for the engine to produce required power at that time. More returns at idle while less is returned under full load climbing hills for example. Series 60 use a gear type pump to pressure feed fuel galleries in the head, where unit injectors are fitted. Most of the modern electronic engines (except E7/EA7) are the same. One thing these "bolt on" parts must not do is restrict fuel flow. The gear type pumps will differ from make to make, but they all need an unrestricted supply from the tank.

Thanks for that thaddeus. Is the knorr ABS diagram. Very handy as we have volvos in our fleet too. I am trying to "break" into the Renault site currently to try to get a schematic for the quantum, because, guess what, Good Friday, and the phone rings. More air leaks on the nightmare. Much appreciate that diagram.

Ah yes, the infamous "Greenmount". With a "normal" air system it is usually pretty easy to pick up a bypassing booster as air leaks out the exhaust port on a relay valve or quick release valve on the service brake circuit. But now in SA at least, rated trailers have to have pilot relay valves, and QR valves everywhere. Makes it interesting when you have a double hooked up and the trailers are dumping air out the exhaust ports on BOTH pilot relay valves. That one took some working out. But these quantums are in a league of their own when it comes to plumbing, and what makes it really hard is that the air lines are all black, basically the same sizes (6, 8 or 12mm) and bundled together tightly in the chassis, so if you are trying to follow a line from a valve, you have to cut cable ties, undo brackets, etc. to find where it goes to (usually another queer looking valve). And no, Mack don't have a schematic of the air system. As the foreman at Mack in Adelaide said to our driver last friday " I don't want to see you or this truck again!". Pretty poor attitude, but I can understand why. So I am off to Adelaide tuesday to have words with the SA manager and the workshop manager to basically tell them that while it has their brand on it, it's their problem too!!

And we got a fax from our fuel supplier this morning saying fuel is now $1.50 a litre. Converted to US cost that is about $5.22US a gallon. Nothing like the Easter break to bump up fuel prices. Now anyone would think me a cynic for saying that. And on March 9 I posted saying fuel was AU$1.40 a litre or about US$4.88 a gallon. Not a bad jump for 10 days.

Yes Thaddeus they are certainly different. I have now got my hands on a list of valves on this Quantum. 3 pages worth. What a nightmare. ABS system is basically same as most others, except the ABS computer is 12 volt, and the modulating valves are 24 volt! Then we have the collection of sensing valves for anything you can think of, pilot relay valves to activate relay valves to activate a pair of brake units on one axle. Load equalizing valve for the suspension, the aforementioned load sensing valve and numerous quick release valves. Personally I think a few less pilot valves and a bit more 1/2" and 3/8" air line would do exactly the same job. Most of the air line in the chassis is 6mm and 8mm. Oh yes, almost forgot, the air fittings are all single use, push in type with swivel. Most useless when trying to change valves.

Still looks like a frightliner. New grille and......... not much else really.

Well that kinda sums it up, the wife just had a look at the pics on the international site, and I quote " It's gorgeous". Says it all really.

Looks like they let the work experience kids loose on the design computer that day! Definitely different. PT cruiser with a fifth wheel and bogie drive!!!

I wonder if the Australian Superliner grille will fit? If so, I might be ordering some from down under!

Will take my tape measure on Tuesday Barry, have to go our Mack dealer so might scoot round the front and have a measure of the grille size and let you know.

I think it all began with this.....

When the MACK Mid Liner and CS series got replaced by this "MACK" Freedom.

By the way the MACK CS Conventional, has a RENAULT Counterpart or Twin...

MACK CS

RENAULT....

Oh please, it's bad enough I have to work on a quantum (big sister to this bucket) every second day, and then I come home to see this. Please people, have mercy. And they might have left the Class 8 trucks alone over there, but here we got the rubbish. The Quantum and Magnum with the EA7-470 and Cummins signature respectively, Eaton box and Meritor diffs all stuffed inconveniently into a european chassis with euro plumbing and electrics. Charming!!!

Yes, Thaddeus, had a close look at that. I gather then that the air cleaners are still under the side of the cab then, that's where they are on our titans. Even so, I agree you should still be able to mount stack air intakes relatively easily. Only thing is the cost being prohibitive for the genuine article. But I guess some people will have that sort of money, and I hope to see some US models with them fitted.

G'day Grant and welcome. Great to see another Aussie on board!

Agree with your points on the Titan Chris, but my question would be WHY dont we get the MP10 ??????????? was told in Adelaide mack that wont be for some time before we get that meantime we get CUMMINS ,oh ran into Eddie Holland this week , ( brought down my ACCO from Darwin ) have u seen up close an personal his R750 ? gotta post some pics on here of it !! think US boys would get a kick outta seeing it !!

Yep, saw it every week when I was doing Adelaide - Darwin for 3 years. Very neat unit. He won truck of show quite a few years ago now in Darwin, then had it broken into on the same day and most of his gear stolen. Some nice low lives about. And yeah, why no MP10. Got the same story from Mack in Adelaide. Personnally I am thinking it has to do with our emissions laws as we are following the euro standards.

Looks like you guys got your own US grille. Looks like an Aussie Titan bonnet, but no stack air cleaners. Why?, one has to ask. Still can't warm to the round front guards. Defeats the purpose of getting the engine bay heat out like our earlier Titans.

Our Quantum has just returned after 3 days of much hair pulling and swearing by Mack dealer in Adelaide, me and my bosses. It went out Tuesday morning working fine after a head retorque and valve adjustment. Got to Adelaide some 200 odd km down the road and had developed a severe air leak. Driver and yard boss in adelaide determined it was from a large "ugly" valve in the chassis, left side, behind fuel tank. They ring me, yes I have seen it, and no, I have no idea what it is. They take truck to Mack dealer to be told, yes that is a load sensing valve for the rear brake circuit. (Air bag suspension). I get the phone call again asking if I had a valve or a kit in the workshop. No, never had one. Mack dealer tells them it is quite common for them to leak, do them all the time, but, we have no parts on shelf! Yeah, OK. Mack pull it apart, clean it out and determine that internally, it's stuffed, but put it back together "to get us going". Truck goes down the road 5 minutes and completely dumps contents of air system. I get phone call. "Ok, and where is the air leak" I ask. "Everywhere" was the reply. Nothing like being precise huh. Seems every relay valve (6 in total just on the rear end) and a few other assorted valves around the back end were leaking air. I ring Mack trucks trying to translate nontechnical irate driver speak into something coherent. Mack send breakdown van out. 2 hours later I get a call again, from Mack this time, and I quote " We have no bloody idea what's wrong". I said, " I do, it won't hold f#*%in air!!!!!!". We agree on this point. 2 days later (today) they figure out that a spring brake chamber is bypassing air internally, so therefore is upsetting the air system, in conjunction with this load sensing brake valve thing (still got no idea what THAT is) that isn't working properly, so the air is leaking out everywhere. Solution, change brake chamber, air leaks stop.

WARNING!!!! Stay away from ANY truck that has any european plumbing in it.

This is just another example of what happens when Europeans get their horrible little fingers on a normal truck. Die Volvo DIE!

PS Anyone know where I can get a truck burnt on the cheap??

G'day Chris

Fantastic job on the old White. Brings back a few memories. The first real heavy truck I drove was a 1976 White 4000

with a 8V71GM and 13spd on tipper work around Sydney back in 1990. What a great truck that was to drive.

Congratulations on the excellent restoration.

Cheers mate!

Thanks bloke. Interesting you should say that. Even after all the work put into this little White, I still find oddities like what you have mentioned. Like I had always thought that 4000's had Cummins power and 9000's had Detroits. But as usual, there are always exceptions to the rule. Would have been a noisy ride with an 8V71. LOL But I can honestly say I have never seen one with a yellow peril up front!

Still a watered down version of a REAL Titan. And can anyone please tell me why Mack trucks USA in their infinite wisdom don't use the full height "stack" air intakes like we have in Australia. I know you have conditions in Arizona, Nevada and New Mexico similar to here. And before anyone gets cranky with me, the 2008 Australian Titan is a watered down version of a real Titan too!

beautiful truck,and an outstanding restoration job!

Thanks very much for that. She was worth it.

Hello all. I joined this site mainly to get some early info on the Titan, but no one seems to have pictures. I thought for sure we'd see a couple prior to this weeks launch at Vegas.

I'm going to the show and will post a couple as soon as they show us the truck(s)

I heard the Rawhide editions are coming back and all new.

Hi there Hal,

This link will give you some pics of the new Titan, or go to www.mack.com.au and look at the cavalcade link for the Australian range release. General consensus seems to be you will be getting our Superliner as your Titan.

Cheers

Saw this picture posted on the hankstruckpictures.com forum (Photo by Charlie). All I can say is: HAHA

Excellent example of a Superdog too!

Saw this picture posted on the hankstruckpictures.com forum (Photo by Charlie). All I can say is: HAHA

Somehow, poetic justice just doesn't seem to say it............ but it will do!!!!!!