The Heinz

It's still somewhat common for some applications, we've had a local customer order some trucks with dead rear axles, as well as several other companies with the same. I know a fuel hauler that had CXU's with MP7's and dead rears, but they were constantly being towed in and out all the time. Never knew what issues they were facing, other than someone that worked there previously saying they cheaped out on them.

I see that Norfolk Western caboose back there, can't hide that from me!

The VIN I have shows it at the top, so I'm confident it can be in both places and work just the same.

The problem is, there are several exhaust temp sensors in the system. There's one specifically for the EGR, and several in the DPF/SCR area. With the truck being a 2013, there should be three in the emissions system alone.

Looked up the VIN for a 2015 CXU and it appears to be mounted near the ECM, to the left of it if standing looking at the engine from driver's side.

Not sure if Volvo discovered I was trying to help someone without producing a bill first, but ESV just won't work for me anymore. Hopefully Joey can answer your questions Troy.

I'd love to have a rotary phone in my house, just for the giggles.

I think the ESV is down or something, I couldn't generate the schematic to retry. I'll try again later.

Thanks for the read. I had seen and heard old timers giving advice on people looking for older trucks with the older Cummins in them, and to be wary of anything with the "Low Flow" coolant system. Had no clue why.

Ground Distribution_Ground Distribution_2003_CV_volvo.pdf

I've never delved too deep into the ESV, so this might be a struggle... What section are you looking at? These are my options per a 2004 VIN I have saved:

Seconding this, we only use red 50/50 extended life in our shop, that's what Mack/Volvo specs with these trucks.

We've had a couple ETECH's with weak injector seals that let fuel mix with oil, if I remember correctly. Been a while since that happened. The only internal leaks we've seen were coolant and oil from a cracked liner. I'm struggling to imagine a cracked block on an ETECH mixing fuel and oil...

You say you checked, but I just want to say in case this helps someone else or might be your problem, but the most constant boost leak on the MP engines is the blue boots on the hot CAC pipe, the turbo-CAC pipe. Things go bad all the time.

That tube with the two sensors is called the EGR Mass Flow Tube/Assembly, using those terms with a parts person SHOULD get you the right part the first time.

If it's an mDrive, and it hasn't had transmission work done previously, it likely will soon. I wish I could be more positive about them, but we see a lot of failures even on brand new trucks with little miles, and I don't want to see anyone, especially a BMT member, get the short end of the stick. If this is the kind of truck you looking into, just be ready for that downtime and cost. If you notice an air leak in the bellhousing area, get that thing into an equipped shop ASAP, or you will have an even bigger bill than before. PRO TIP for any DIYers or anyone with one of these trucks, there's a little metal clip that holds the air line going from the solenoid to the clutch cylinder. We have found that replacing that clip and putting a couple of zip ties on the hose keeps the truck from being as much of a repeat customer. Number 7 down below, part number 1521975.

The fleet I worked for previously had Anthems around those years that weren't too bad when it comes to the engines. Aftertreatment and mDrives gave us problems, but they were getting close to (if not over) 800k miles before the company sold them off. We had the usual upper timing cover oil leaks and many of those ePRV deletes, but not too many engine problems in all honesty. We had a couple of cam issues, but with how big the fleet was, they were outliers. We had more issues out of the X15's in T680's in all honesty. I would trust some of these other guys' opinions though, that was in the past, and I'm a parts guy at a Mack dealership, where a lot of our work is the worst possible failures.

I can't confirm this, but using a VIN I have for a '94 CH613 with an E7 gives me condenser number 25084242, which Mack has inventory of. For the AC lines, we end up getting a local hose shop to make them for us. The line from compressor-condenser is 25087831, receiver/drier-condenser 25092566, both of which are available. Can't confirm these fit without your VIN though.

That or the oil pickup, glad he was able to get it fixed though.

It's. So. Ugly. With how smushed the nose is, any kind of engine work will require disassembling the cab and dog box just to start. My techs already hate working on VNR's for the same reason.

Can you post/send me the VIN for that Freedom edition? I'd love to see if frame rails were available from Mack still for giggles at least lol. I was just up your way yesterday, I came back from a trip to Knoxville through the Gorge just so I could go back through the area after Helene. Wanted to do that ever since Helene destroyed everything and halted my last vacation... Saw plenty of old Macks out there, a DM800, beautiful white R model in Clinton, TN, several 90's RD's, and even a Superliner still in service pulling machinery to rebuild I40.

I'm not sure, I haven't seen one of the up close and haven't had much of a chance to poke around a lookup to tell.

I hate to hear the Pinnacle will be leaving, it's the best looking truck in Mack's current lineup in my opinion, but I understand why. The Pinnacle isn't as popular as the Granite or Anthem, at least in my area. I see several, and they're not rare, but I wondered if they were selling well enough for Mack to keep them.

Yep, they're a 24 volt truck.