diesel07

Hi, it was dissapointing to see that truck being cut up because I personally worked on it in Hagerstown when it was new. But this truck would have been dismantled anyway. It was a prototype that was finishing up with our field testing. So the only parts on this that have been worth keeping in the long run are the refuse body, frame, axles, transmission, and the cab body. Maybe since it would have been parted out anyway at least got Mack some publicity. The good news is the truck made the customer happy and they are buying more :)

The mesh screens inside the nozzle are too fine. Mack released a redesigned nozzle that has a much larger screen so they don't clog.

Hi, have you been able to find the information you are looking for? If not, let me know and I will see if I can help you out.

did you find out what the problem is? in case you didn't............... check the DOC and see if the inlet side is caked solid with soot. if it is, then you are probably actually flowing way too much egr. check for stuck egr valve by whatever it says in the guided diagnostics/PTT. if the DOC inlet looks pretty clean then the sensor or wiring is probably lying. get out the ohmmeter

I'm familiar with these pumpers, and I think the engine side and the chassis side have worked out the issue. Did you get your pumper fixed?

When you look at a frame/engine/trans from just a few years ago and then see a change while Volvo owns Mack, doesn't mean that Volvo took charge and changed things just for fun. One issue that all heavy duty trucks had for 2007 was fitting the new filters in the existing frame. Its pretty much once the customer, government, and Mack say what must be on the truck, the next step is to change what you need to to make everyone happy. It would be nice to build a truck like Mack did 30 years ago, but with the strict requirements from fleet owners, government, fuel mileage, etc......you end up stopping a design that was good back then but doesn't make everyone happy today. Perfect example is why you won't find a steel bumper today; cost savings, fuel mileage (weight), and safety. some things just aren't practical anymore. If there is a market demand for something, it will be manufactured. That goes both ways so its good and bad.

One more thing, when the blue dpf smartswitch is left in the middle position, the truck is set to regenerate automatically.

If inhibit is pressed (bottom of button), then there is a road speed limit now set at 10mph less than the road speed when it was pressed. The new road speed limit will remain until the inhibit is turned off (switch in the middle position). If you press it when stopped, the truck won't go over 10 mph. The reason behind that is if your going above 10mph, there is no concern with high exhaust temperature and you really shouldn't be pressing it. If the top of the switch is on steady or flashing, you would need to pull over and then press it. It would probably take about 30 minutes. But the MRU/LEU MP7's got the "burner" style dpf so you should never need to pull over. The other systems may have to if the engine isn't running hot enough. Bottom of switch glowing - Regenerations are disabled, and will not be enabled until you put the switch back to the middle position. When these trucks were first released it was easy to forget you had regenerations turned off. But now that Mack has a road speed limit tied in with the inhibit, it should prevent people from forgetting or misusing the switch. hope that helps!

well said

I work at the Hagerstown plant. I give everything I have into these engines. For the Volvos they get what Volvos want, for Mack they get what Mack wants. Mack needed an EPA compliant engine, along came Volvo that had one. Hagerstown, Macungie, and Allentown have much of the same engineers, mechanics, staff as before and they are all still busting their butts on making the Mack product, only now we have global resources to help us get the job done. We have the backing of Mack, Renault, and Volvo; thats a lot of experience and budget. Mack still gives us their requirements and we meet them. If you like Macks, keep buying Macks....it reminds Volvo of why they wanted Mack , because that is the kind of truck that the majority of the North American market wanted.......but they have to keep it competitive too. Even though the engine may have its roots in Europe, its been designed, redesigned, tested, and manufactured by us Mack guys and Volvo guys (Volvo just gave us a state of the engine lab....no complaints). There are thousands of american workers that are supporting this. As far as I'm concerned its an american made Mack product. Things didn't change because of Volvo, things changed because of what the customer and regulations demand.

I have to say that the MP7 and MP8 are quite nice when it comes to power, I have been impressed with every one of them. There are so many restrictions today and competition that I'm glad this motor will keep up with the others in those regards! I think Volvo just needs to see everyone buying up Macks like they have been, because face it....as everyone said....people that buy macks don't buy volvos, and people that buy volvos don't buy macks. I dunno, its sad to see a lot of things get discontinued, but on the contrary Volvo is investing in Mack so I can't complain. DPF's are just going to take some and nobody will notice they are on there, just like catalytic converters. I'm looking forward to that day!

Volvo only uses the Fleetguard DPF. For this system an injector in the exhaust stream delivers the fuel for regeneration. The heat is produced from the engine. Mack uses the Fleetguard and the Emcon (Arvin Meritor) DPF. The Emcon DPF is ideal for duty cycles where the engine does not naturally produce enough heat to atomize the fuel and clean the filter. It will actually light a small flame in the burner of the DPF to make the heat. The Emcon DPF does not have an injector in the exhaust, rather a nozzle. If you drove a truck with the fleetguard behind a truck with the emcon dpf on a garbage pickup route, the fleetguard dpf would require the driver to stop and regenerate after a period of time. The emcon dpf lets the driver keep moving without being bothered by having to do anything. Fleetguards are better for on the highway because they can burn off soot if the engine exhaust gets really hot without using fuel. Emcon can't do that, but on a refuse route, the engine wouldn't be able to make enough heat anyway so Emcon is more suited for this kind of truck. There are pros and cons to both systems which is why they are used on certain trucks. But both systems will have a minute or two of white smoke when you start them in the morning, the ceramic filter holds condensation. Nothing to be worried about. The pictures above show white smoke from when the flame went out because of a problem, once it goes out the white smoke is just unburnt fuel. When the dealership repairs a dpf problem they may see white smoke from the leftover fuel from whatever the problem was. Fleetguards use a thermistor temperature sensor, Emcons use a thermocouple. Since the flame causes the Emcon to run at higher temperatures, Emcon has to use a heavier duty sensor than the Fleetguards. Emcon had issues with their cold junction block and some of the wire harnesses. Mack is fixing that this month and life will be good