K-Whopper

I've driven both but didn't really think they sounded the same. The E-9 sure is a sweet sounding engine, the closest I've ever heard to one is a Scania 14 liter V8.

We had some R-612 Macks come into New Zealand back in 1984 with hood scoops, rumour was they were a cancelled shipment for a plantation in Central America... approx 22 came in as far as I know... (320hp Thermodynes)

Hi, Does anyone out there have any contacts that could supply Big End and Main crank bearings for a 375hp V8 Thermodyne?? ( late 70's model F®-797 ) Thanks, Rob

Thanks for that Trent!

Hi, Does anyone out there have any info on the Mack Lanova engines? Any help would be appreciated! Cheers, Rob

MACK'S MP ENGINE 10/26/2005 Mack's new MP7 11-liter engine Mack’s new MP7 engine is available in the initial offerings of both the new Pinnacle and Granite models, the first in a new family of engines that will take the company through 2006 and, with modifications, onto the tough emissions rules of 2007 and then 2010. “The MP engine family is the future of Mack powertrain technology,” said Steve Homcha, Mack executive vice president of Class 8 programs. The MP7 will be joined by the 13-liter MP8 in 2007. The MP7 is an 11-liter engine available in the three traditional Mack performance configurations – Econodyne, Maxidyne and MaxiCruise – in six ratings between 325 and 405 hp, with torque ranging from 1260 to 1560 lb ft. In 2006, the MP7 will be offered in the company’s new Pinnacle and Granite models in an EPA ’04 configuration. The Maxidyne is aimed at high-performance vocational customers; the MaxiCruise is for vocational and highway customers; and the Econodyne appeals to particularly fuel-sensitive highway customers. The MP7's basic design and hardware is shared with parent company Volvo, a common platform that should come as no surprise given the huge cost of engine development these days. Volvo recently introduced its own 11- and 13-liter engines for 2007 (see below). The Mack and Volvo engines are not the same, however. The block, the crankshaft, and other major components are indeed shared, but it stops there. Mack officials say their MP7 and MP8 will both be offered in the Mack-distinct performance families. Each of them will sound like a Mack, feel like a Mack, and pull like a Mack, the company says. It remains to be seen if Mack will offer a version of Volvo's big D16 in 2007. Key components of the MP7 include: high-performance (cooled) exhaust gas recirculation; a variable-geometry turbocharger with sliding nozzle ring; electronically controlled unit injectors; single overhead cam with four valves per cylinder; wet-sleeve cylinders with single-piece steel pistons; and the rear gear train offers a simple rear PTO option. Significantly, Mack says the MP7 will deliver "a significant improvement in fuel economy compared to current engines," adding that construction customers will appreciate the new engine’s low-end torque response. Oil-drain intervals are currently estimated at 30,000 miles for standard highway applications, and 300 hours (or 15,000 miles) for most construction applications. The MP7, incorporating Mack’s proprietary PowerLeash engine-braking technology, will mate with all of the company’s current transmission offerings, including the Mack Maxitorque and Allison automatics. The 2007 MP8 is a 13-liter engine with ratings from 415 to 485 hp and torque ranging from 1540 to 1700 lb ft. Mack will continue offering its ’04-certified ASET engines in current Vision highway and Granite vocational models in 2006.

TWO NEW MACKS 10/26/2005 Mack Granite axle-forward dump truck Mack Trucks has unveiled a new range of vehicles for both highway and construction customers. The company's new highway-lineup flagship is the premium Pinnacle tractor, but there are also new models of the Granite and Granite Axle Back construction trucks. Each of the new trucks offers advancements in engine technology, driver environment, and electronics. A key feature in 2006 models is the new MP7 engine (see below). The Pinnacle, built on the Advantage chassis and having the familiar cab, is offered in a 116-in. BBC daycab configuration, as well as 48- and 56-in. flat-top, 60- and 70-in. mid-rise, and 70-in. high-rise sleeper versions. Both the new Granite and Granite Axle Back models also feature that 116-in. BBC, built on Mack's 'Cornerstone' vocational chassis. All the new trucks have been designed around the new MackPower 'MP' engine (see below). You'll see entirely new driver environments, based on "comprehensive research of customer preferences and ergonomics – including definition of the optimum driving position for operators of Mack vehicles," Mack says. The new daycab includes a 4-in. increase in depth, meaning more leg and belly room while allowing for a seat-angle recline of more than 20 degrees. Drivers should also like the new foot pedals. They're all suspended (instead of floor-mounted) and on the same plane so that the driver’s heel never has to leave the floor when switching between throttle and brake. Combined with the standard clutch-pedal air assist, the design ought to reduce fatigue. The cockpit-style dash gets a new primary gauge cluster and space for up to 25 switches. The standard-equipment driver information display has been designed for easy viewing day and night, by way of 'CoolBlue' backlighting. It can be upgraded to the interactive CoPilot display, also with CoolBlue. And this one is sensible -- primary lighting controls are reachable from the ground. The steering wheel is infinitely adjustable, and has more swing -- up and down and fore and aft -- than any other wheel we've ever come across. The MP7 motor is set back about 4 in. more than normal in the engine compartment to make room for a thicker cooling package that will be needed for the 2007 emissions setup, and that means there's a substantial doghouse in the cab now. It's neatly covered up with storage space and the wrap-around dash. A one-piece windshield offers better outward vision, Mack says, and the wiper patterns overlap to make wet driving conditions a little easier. Similarly, the sun visors meet at the center of the windshield to eliminate glare. And finally, there's an all new HVAC system. Both the Pinnacle and new Granite models feature the next generation of Mack’s Vehicle Management and Control System known as V-MAC IV. It provides the programmable features of previous versions and much more – including idle shutdown, enhanced theft deterrence, tamper detection, and daytime running light override. If you choose the Co-Pilot version of the LCD dash display, you'll be able to access and program V-MAC IV information using a stalk-mounted control. The Pinnacle 70-in. high-rise sleeper weighs 17,160 lb with no driver and minimal fuel. One important note: the 116-in. BBC could create some spec'ing concerns, says Tom Kelly, Mack's vice president of marketing. "There are going to be trailer clearance issues and possibly Bridge Formula issues if the dealers forget to take the extra four inches into account."

It will be a sad day when we see the Mack name gone altogether! I'm sure glad I was around to enjoy what I'd say were best years of trucking - 60's , 70's, up to mid 80's... The Europeans will eventually screw everything, take a look at their vehicles - you'll be driving bonneted versions of these like the Volvo VT-800/880 with sewing machine engines - God help us!

That E-9 powered LT Mack is unreal!!