bbigrig

I think the MRU one is purple. 

6 hours ago, james j neiweem said:

If those dumb bastards-Volvo- had kept Acar alive there would still be plenty of new Acar's roaming the Northeast. I still see a few roaming around from time to time. Same applies to Superliner.

As part of the deal to take over Mack, Volvo was forced to get rid of the Autocar brand which only carried the low entry cabover at the time. Something to do with competing with the MR at the time. They would have tied most of the market up selling those 2 brands of low cab over entry.  I think i read it was the competition bureau that made the call to give the blessing for the merger/purchase.

On 3/16/2019 at 10:50 PM, Oso2 said:

Ironically since this thread started my local dealership has 6+ new Granites on the lot for a mixer company

I work at a dealer that sells and service to more then half of the mixer companies in Ontario. Mack Canada has built a relationship with most of the big Concrete companies since the late 60s. There is a long history of scratching backs there. Trucks are sold to these customers usually by E.O. ( Executive Office) sales reps with almost zero profits to the delivering dealer.

It's a package deal. If it wasn't for the bend over backwards, almost at cost shop labor rates and parts, pickup and delivery of units to be worked on, extra warranty and policy on just about everything.....blah blah....dont kid yourself. The smaller mixer companies are turning to mostly Paccar now. You will always notice a handful of T880s or Petes in a big mixer fleet just to keep Mack honest.  To bad i can't post pictures on here anymore. Our shop is usually over 50% Granite mixers any given day. 

8 hours ago, JoeH said:

But the product is NOT running that long, emissions regulations are making sure of that. They have to modify engines every year, they have to design it for Uncle Sam, not for 

The basics of the emissions havnt changed much since the roll out of SCR (as one example) in 2010. A few more sensors added and some programming. Mack/Volvo then changed the way it is packaged on the frame and introduced a new version of the engine for 2017. In most cases, the longer a product is on the market the more bugs get worked out. In the years the first version of SCR ran, problems were being poorly addressed. Right up to the newer 2017 updates emission systems still had many of the same roll out problems. My vantage point is on the dealer side. I totally understand customer dissatisfaction these days. Don't blame it on emission changes when companies like Volvo are fighting to keep glider kits and the like from being sold.  It's a nice little racket getting to sell bigger warranties and huge repair bills on poorly thought out emission systems being mounted on today's VolMacks.

10 hours ago, Oso2 said:

Yes, there are a lot of Granite dumps where I live. Perhaps they have lost a bit of market share - they were *so* dominant in the 80's that you rarely saw anything but a Mack. Having said that, they still have a healthy market share.

The sky is not falling people.

I think a big reason for the shift is that it seems like Macks and Volvo's have gotten comparatively more expensive recently. I also know that some northern dealers are not very competitive. I could be wrong.

 

It's a bigger deal then you realize. 

Even long time Mack salesman are complaining they are losing long time customers they have had since the 80s.

Price and reliability issues that long time customers never had to deal with are hurting sales. Reliability should be getting better the longer the product runs.

17 hours ago, allenk360 said:

hey guys im a young tech im working on garbage trucks at the moment and we are seeing a lot of the newer trucks having this same code po42200 catalyst 2 efficiency below threshold (bank 1) and we are not sure why these codes keep popping up weve  sent the trucks to ballard mack and when the trucks come back the code will come back on within a day or two so my question is has anybody seen this or dealt with this and has any pointers on fixing the issue causing the code and where to start weve tried cleaning the cat filter replacing the filter checked and cleared all lines in the system and nothing has working thank you for reading and thanks in advance for any pointers and 

Bad SCR cans. Low grade catalyst material from New. Get your dealer to run the CBRs for these codes. Very common right now.

In Ontario when it comes to big fleets and big numbers, its the brand relationship with the customers not the model. Mack still has a large foot hold in the cement industry as an example with the Granite. The "factory" twin steer option has helped it out pace other vendors.

95% of the Macks we repair at the dealer are Granites. Mack has lost a fair bit of market share to KW primarily here in Ontario. It directly relates to the reliability issues with the (Volvo)MP/D series engines, electronics and after treatment issues. Granites are also quite pricy here. Although Granites power train is Volvo, its ironic that the VHD is almost non existent in the vocational market here. Surprisingly most new T800 and 880 customers are former Mack Granite customers and are going as far as specing Paccar power for mixer and most dump and ordering Cummins for tractor or heavy dump application.

7 hours ago, blackdog2 said:

That was a Tri-drive headed up north they said they could not use lift axles any more ?

 

That one was for Trimac going to Western Canada. They still use a lot of Tri Drives here in Canada. Lots of Granites and Anthems Tri Drives. We can't use in cab control lift axles any more without being hit by carrying capacity downgrades.  

The older western stars Dufferin uses here in Ontario are Simard set ups.

I'm betting it won't be equipped with hydraulic brakes. I'm not sure of this, its just a gut feeling. I'm thinking they are going to stick to class 7 only. 

Although popular in the 80s, the late 90s saw the faze out of the 200 midliner series as there was no advantage to customer or maintanance having front hydraulic brakes and rear air brakes. 

There is a class 6 and down market, I just think Mack is too high up in the cost per unit market to play in that very competitive class field of smaller trucks.

I think this truck will be more geared to city delivery/LTL fleets where the idea of the CM baby 8 left off. I know the CM was a flop and the market tanked at the same time.  It's a truck to fill the large un attended med/light duty gap in the Mack lineup since the late 90s.  Wonder of it will be available as a tractor?  

It's is going to be a class 7 truck. The Granite MHD is too heavy and too expensive for most class 7 market and some municipal fleets as examples. Back in the fall, A conventional test truck  visited the ex test center for big wigs to have a look at under wraps. It's a Mack product, will not be Volvo branded from what I'm hearing.  Probably a nice light frame with Cummins power (Not sure of what smaller then MP7 Volvo has to offer for this truck) 

There is a market for the baby 8....it was just not thought out, engineered and marketed properly. Freightliner, Paccar and Navistar have been doing well in the class 7 and below market. The class 7 cabover market is too small these days.

Back in the 80s I believe Mack had over 50% of this market.

It will probably resemble the AUS  Metro-liner.

We've had some issues with the newer style fuel filter housings. A couple of strange diaphragm looking parts falling out with the removal of the fuel filter. 

Not related to this issue, we had a few cam lobes on the camshaft (which are now pressed on) turn out of time.

We have been playing with common rail engines for over a year now. We had them in the Volvos months before the Macks. Lots of pressure sensor failures under the valve cover. A few of the same harness and about half a dozen injector failures. A couple of the plunger injectors became quite noisy through the valve cover. Also issues with the AHI module that is now part of the fuel filter housing.  All in All, Mickey mouse design and an engineering step backwards. Can't upload any pics of the tear downs I have in my phone.

Wish the system was external with a high pressure pump.

46 minutes ago, Dirtymilkman said:

Engine brake by far. 

Truth to that point, but fleets don't buy powertrains based on engine brake gains......id be surprised if you could come up with another ..

4 hours ago, Bullheaded said:

Yes and it's really too bad bbigrig, because when they ran properly they were a great engine. My 460 would pull all day long with the company 475 Cat's and Series 60 500's I ran with. Only problem is, it was like a light switch. One minute the lightning bolt light was on and it was gutless, then the next hill you hit you thought the clutch was slipping because it would light up, the revs and boost would shoot up and away you went. Then next hill it was dead again, LOL.

I got really good fuel mileage from it too.

If you owned the E7PLN engine before the Etech...they wernt a great engine. Besides more torque that you paid for through fuel useage....someone name me something better about the Etech versus the E7PLN...

30 minutes ago, Vladislav said:

Is that common to have a 9-speed transmission and a 38000 rears in a dump truck? Doesn't look like redone from a tractor but makes thoughts.

I was thinking the same thing. It's a nice heavy frame but....the Canadian one built as a dump had a 12 speed and 44s.

On 2/1/2019 at 9:01 AM, ssbigdog said:

Does anyone have a good source for engine specs head bolt torque and connecting rod torque on these renault engines I am putting one back together and I am having a hard time finding this info I have a M510 in a 1997 MS300 midliner HELP

You have an E3220 in that 1997 MS300....on your engine plate does it have an engine model sequence like ...

06.22.06....or something like that. 

I will look it up on Monday.

Customer from Quebec Canada had one as well.  His had spoke wheels with basically the same set up.

Here in Canada....you can almost pin  the loss of fleet sales to the Mack Etech engine. Mack started to gain huge in fleet sales here with CH and E7PLN engines. Those fleets then renewed their acceptance of the Mack CH product but anything 1998 and up was Etech powered. The camshafts, plate oil coolers, sand in block castings, roller lifters, loss of fuel mileage and other inherent design issues were a disappointment to fleets that enjoyed the simplicity and reliability of the E7PLN. Sucked in a lot of fleets but lost a lot by the time of e tech. 1 fleet I worked at would buy 15-25 anually had to send 1 to 3 trucks a week out of 150 back to the dealer for warranty engine work for CHs built after 1998. This fleet hauled on avaerage 120,000gvw regularly on double framed 427hp 220wb CHs. The resale export market took a hit as well when PLN engines became scarce and Etechs were of no interest because electronic pumps couldn't be converted to mechanical. If we could get a line graph printed off, it would start in year 1.5 of post Etech roll out. 

On 1/3/2019 at 8:39 AM, Mackpro said:

Mack now uses the OBD connector starting sometime in 2013. I believe some engine makers still use the round 9 pin connector though (Cummins).  I saw a 2019 Mack GR with a Cummings in it and it had a round 9 pin connector for the engine and also the rectangle OBD connector for the vehicle ECU. 

Even the newest Volvos with X15 Cummins have the 2 ports. Silly.

8 minutes ago, Mackpro said:

Not long ago Mack/Volvo came out with a service bulletin on how to correctly tie a Qualcomm/ electronic log to the data link. As Bbigrig said , first thing we do is make sure we’re plugged into the factory harness and not some add on jumper harness that looks like the factory diagnostic plug. 

It's sucks too because some, especially on the Volvos, come in and the plugs look like the factory data link. Wastes our time having to unscrew the dash to make sure its the factory port. It's usually these low cost ELDs that connect with a phone app we find tucked away in the dash. 

3 hours ago, fjh said:

So just to update this thread with the repair! After making all the faults gone on this unit including a faulty out of the box  engine brake valve GRRRR  Did that job Twice !  Here in lied the issue , if your vehicle is Equipped with GPS you  MAY have to disconnect it prior to a forced or in cab Regen  !!! Yup a week long fight for a  stupid  addon GPS ! quite the piss off! Don't expect Tech Tool to help ya on this It  will give you ZIP ! Just something to be aware of  to try  if your working with this tecked out crap!

We have the same issue at our dealer all of the time. GPS or ELD tied into the data link. It's the first thing we do now when the truck is in triage. 

Soooooooo.....

Would you believe I found a brand new never sold CM422 fully dressed service replacement cab in Ohio....

It was built up for UPS and was stored in a Mack/Volvo parts warehouse since 1989.  Talk about horseshoes up my butt....

It's getting painted Mack White to be installed.

And for some reason, I can no longer upload photos from my phone.

On 1/8/2019 at 11:02 AM, alex g said:

Where did you buy those in Canada. Cambridge Mack bought most of Tallman transports trucks at there sale. They had some with hood scoops or extra vents.

Hood scoops cut into CL hoods is very common in Western Canada. 

They use to do it to E9 powered units first, then carried onto E tech powered units. Macks engineering dept. Already figured out they could get enough air with what was provided from factory. These guys out west just "knew better".