striker

Quite interesting, what was the maximum altitude you were at during your demo and how do you figure it would do at lower elevations?

almost 11,000 ft on Vail, Eisenhower, Red Mtn. passes, Molas, Coal Bank, and Wolf Creek are all 10,000 ft. The run from Denver to Bridgeport, Nebraska goes from 5,300 ft down to 3,700 ft. The mileage was definetly climbing on the way, I suspect someone running on the highway with cruise control at lower elevations could easily get 8+ mpg out of this setup. Maybe shed a few pounds off this setup (light axles, smaller tanks (150 down to 120), and a single bunk condo) could maybe get a little better

have it on my '09, hate it, leaks regularly, boss is contemplating changing it out to the original style

Please click on the link below to the article and photo's that I posted on The Trucking Report regarding a 2012 Mack CXU 613 with 505hp MP8 and M-Drive automatic transmission that I recently demo'd for 4.5 days courtesy of Colorado Mack Sales and Service. I'll check back to see if anyone has any followup questions to what I posted in the article.

http://www.thetruckersreport.com/truckingindustryforum/trucks-eighteen-wheelers/157871-truck-review-12-mack-cxu-w.html

My company has 9 Mcak CH/CXU units all equipped with Eaton/Fuller 10spd Autoshifts. I'm currently on my 2nd one, my first unit, a '00 CH had 978K on it when we traded it in. My current unit has 245K. We haul containers in the Rocky Mtn. area, always grossing 70,000 lbs+. Ran that '00 over I-70, I-80, I-90/94 for many years without issue. The clutch was replaced at 648K, and even then they had to replace the clutch brake and decided to replace the clutch as a PM, though it had probably 100K miles left on it. The problems with the X/Y motors seems to be gone, my CXU has been in the shop for the last week so I've been stuck in a 10yr old CH daycab, the difference in trans and clutch is like night/day. Mine is smooth, easy to operate, no issues, the older one is definetly not as smooth and takes more getting used to.

Foe the most part the DPF's on the CHU/CXU and GU's have few problems. Sometimes on the 08 and early 09 versions that dont have the air purge/self cleaning 7th injector tou have to clean the soot off the 7th injector once or twice a year. The newer 09 and up have fewer problems. Engine issues cause most DPF problems, Bad turbo's, stuck EGR valve, over fueling/cracked injector can flood the DPF with soot or lack of air to burn out the soot. It can be a real pain to figure out. It's not a every day thing but it does happen. We have see this enough now to kinda know what to look for. Good luck and I hope they get it fixed soon.

dropped the truck off on 1/28 about 2pm, they finally got it fixed on 2/2 in the am. Took them 4 days (not counting Sunday that they were off) to determine it was a blown fuse for the blue manual regen button. One simple blown fuse caused massive problems, even had the local engineers Mack Corp. engineers stumped. One of the techs randomly on Monday night was checking fuses and caught it, they replaced it this morning and now it works fine (crosses fingers). The did a forced regen on it to clean it out, and are leaving me an extra fuse and location of that fuse incase it happens again.

'09 Pinnacle, MP8 Mack engine, 126K miles starting to have several DPF issues. Truck is in the shop for the 2nd time in 2 weeks with plugged DPF. Elec. malfunciton lights, VIP readout warnings, no regen symbol lights on the dash and the blue switch isn't lighting up. Truck won't re-gen, but it's also not derating itself or doing things it's supposed to do, dealer hopes to get it fixed correctly this time, they have had it since 2pm today and said it will be done by Sat. afternoon. Wondering if anyone else is having these issues also.

My '09 Pinnacle with full tanks weighs a hair over 18,500, twin 120 tanks, MP8, auto shift, 56" flat top sleeper, polished alu. wheels, tanks, bat. boxes, etc.. We haul containers and weight is always an issue, my tractor with a 53' EMHU Dom. container/chassis setup, 3/4 tanks typically weighs 34,300 to 34,500 empty and I can still legally run 45,000 lbs without a problem.

she hasn't been to any of the ports yet, just running in and out of the Denver area container yards and UPRR/BNSF intermodal ramps. If the economy wasn't so damn slow, she'd already have 100K + on her and maybe been to a Port at least once.

here in the Denver area, a lot of the dirt haulers are running Macks, a couple of the larger companies that always ran Pete's or Freightshakers are looking to switch to Mack as well. The company I work for, we have a small fleet (12 trucks) all are Mack's hauling intermodal.

'09 Pinnacle, MP8 445HP, 10spd autoshift

Not sure what issues your having, my '09 Pinnacle has just under 100K miles. It's been in about 2 dozen times in the last year for a lot of little crap issues, nothing turbo related yet (knocks on wood) although I just recently developed an oil leak at the turbo. Has been in once DPF work, turns out the injector failed, which ahs been an issue of late for Mack. My steering recall was taken care of before the recall when my steering box was replaced.

I'm a container hauler/company driver in Denver. Small company, about a dozen company trucks and two O/O's, 10 Mack's and 2 Freightshakers. 9 of hte Mack's are daycabs, '00, '01, '04 models, all with MP7's and Eaton/Fuller 10spd autoshifts. My previous truck was an '00 CH613, MP7 (355hp), Eaton Fuller 10spd auto, 56" condo (damn you Mack for discontinuing that sleeper). My current ride is an '09 Mack Pinnacle, MP8 445HP, 10spd Eaton Fuller Autoshift, 48" flat top.

The day she came home, 9/25/08, 610 miles on the odo.

900lb vacuum cleaner