The Heinz

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.

I don't know for sure, I got this from an internal email chain. I wouldn't put it past them to discontinue the MP7 if it's not able to keep up with emissions. Emissions and fuel economy (arguably part of emissions according to some) are what drives the truck market now.

For some fun reading, this was an email sent around from HQ about some of the differences that matter most to our operation: - The new engine designation is MP13 … they finally got the ID# to match the liters like the Volvo. There is not an 11 liter anymore. Cylinder head remains the same, some internal changes on the bottom end, oil pan is new. - The M-drive version is now G. Many improvements over the D and F. The top cover components are now serviceable (the weak point of the ribbon cable was eliminated) and an oil level sensor was added in addition to the site glass. The clutch is new and not backwards compatible. New improved actuator etc. - The wiring harnesses are vin specific. They are trying to cut weight on everything so if a truck is not spec’d with fog lights for example, they will eliminate those connectors from the harness. Where I see this becoming an issue is on the used truck side. If a fleet specs no fog lights , trades the truck in, it is then re-sold and new owner wants to add fogs, he can’t. It is not possible because there was no provision for it in the harness. A separate conversation needs to be had with sales and leasing on this, I can see trucks being spec’d with cost savings in mind that will have a negative impact on the next owner. This truck has 40 separate control modules, if it was not built with one, it can’t be added. - The active steering system is going to be new for customers. The wheel alignment process is going to be different with this steering. If a customer gets the truck aligned the steering system needs to be recalibrated. - New Keys: 3 key options for this truck, the basic key is now double sided like the Volvo, you can add a fob to this (lock doors etc.), the 3rd option is a key less push button start deal. - Essential Tools: There are 3 pages of essential tools for this thing. Attached for reference. - Diag Tools: New Voccom version is coming out in September. If your service dept. is in need I would hold off until the new version comes out if you can. It will be Voccom II+ . - Batteries: This is a big one…. The Pioneer comes with 3 possible configurations controlled by separate ECU/modules; the batteries are AGM from the factory. You do not have to replace with AGM, a lead acid battery is fine. Obviously, you can’t mix and match. The kicker on this is, the truck needs to be programmed when you swap from AGM to lead acid or vice versa. The truck needs to know what battery is in it to regulate charging etc. Just something to keep in mind when selling batteries. - The other huge deal related to batteries is the charging procedure. This truck has a starting capacitor. I understand how it work but am not qualified to explain it (check it out in the navigator classes). If someone slaps jumper cables on this thing like they traditionally would they will fry the capacitor and potentially other very expensive components. Attached is CBR-2404 which covers the proper procedure for charging the capacitor (you are not really “jump” starting a truck anymore). We really need to have this procedure posted near the batteries on the truck somehow.

Hino is a weird one to me. Parts of them are reliable, but their emissions system absolutely isn't. The scandal at least benefits the owners, because just about all of the bad egg parts on their truck are covered under warranty programs. From what I know, the pre-emissions Hinos are solid, and I believe it. Even the post-scandal trucks are pretty decent, considering they went with Cummins B6.7's as the powerplant.

Those Endurant transmissions are interesting at the least... At the moment, the only parts lookup I have access to is a PDF I found online, they aren't in InfoRanger or anything. They don't seem to be very reliable either, we see a lot of issues with the MTM that ends up in it being replaced.

Can you tell me what you think of the new improved mDrive and clutch? The information we were given stated the control housing on the transmission had been upgraded and the passthrough harness weak link eliminated, so we're all wondering if it actually would be better.