bbigrig

The bottom ends of the MP8 series have been doing quite well. Lots of untouched 7-800,000 mile highway units with the bottom ends untouched still running. Cups and injectors done already of coarse. Lol. Rebuilding or installing a drop in of this series of engine is just shy of double of it it would cost to do an etech in frame or drop in. A 2010 with a spun bearing came in. A drop in engine, plus labor to swap was just shy of $40k Canadian. Not cheap.

Only if you have the keystone interior (available on 99 and up on some builds) the buttons for sleeper lights are above the driver in the header. usually the last button on the right. Pre 99 some Mack bunks had a light switch in the front wall of the bunk behind the driver seat (almost always hidden by the curtain) never saw a cab dash mounted bunk light on the older CH interiors.

The only difference is the front bumper to hood grill (cannot have any bumper sticker out past the front of hood. must be a flat line top to ground) and axle spacing for bridge law. the whole design has to do with bridge law out west. they count the bumper to back of a cab as a dimension that must be a certain length. also the normal mount of the bumper on any Mack is usually out past the grill. for some reason that bumper sticking out is taken into the bridge law formula. don't ask me why I don't understand it my self.

VLAD. .... What model of trucks do your vin numbers go to. Mack uses the last 6 digits of the VIN on multiple models. Are they R688'S.????

This document came with every truck built in Canada. the truck off the line was not considered built complete until 5th wheel in the case of a tractor or for a straight truck the box installer. The dealer or branch in most cases was the place of certification in Canadian terms. 85snow dog in your case you may notice a certification plate or decal in the cab that has the axle weights, vin etc printed on it. that decal was probably installed by the dump body manufacturer which was in your case the "final manufaturer" 2m2 is on EVERY Mack built in Canada.it has nothing to do with being a knock down kit. All Canadian Macks have that in the VIN. 2 designation goes on any car or truck built in Canada. At the Toronto Branch if it was a tractor a cert. decal would be installed with weights ratings etc. on the door jam decal basically showing the axles ratings etc were not changed from manufaturer. thus making the branch the final builder and certification center for the truck. Mack Canada Oakville was not a final installer. no truck off the line was considered PDI'd or road ready. thus the incomplete designation. Toronto Mack had a separate back shop that my Father worked in just to handle the "Finals" certifications and installs that made them a complete truck. That was only until the 90's until factory fifth wheels etc started becoming finaled or delivered complete through the factory. if you ordered a Granite Mack today with no body it can be considered complete in certain ways. mount a box or mixer etc it has to be tagged as complete by the final manufacturer. the paperwork you have displayed above is for the body builder to fill in their certification plate that by law they must affix. my Superliner which was built in Canada and sold to a customer in Canada also has 2M2 as its starting VIN so it has nothing to do with being knock down or incomplete.

Be careful with what you see on the hood and headlight design. I see some paneling on the fenders that could be add on to screw us up from the final product. obviously the grill is blacked out and lacking a name to hide it as much as possible. I remember the late 80's test CH that ran for Atomic transport up here in Canada looked slightly different then the final product but really close.

I was told 6 months ago by a Mack bigwig that crossed over to the Volvo office that the cab would remain the same size as requested by alot of big customers. that and I'm sure Volvo would save some money doing so. he also mentioned the interior ceiling would be now open like a volvo with a new bunk. guess he wasn't far off. the hood looks like it may have some add on pieces above the fenders to throw us off a bit. we will have to wait and see the final product.

Looks more like CH fenders now.

Holes are there. they are trying to hide who's truck it is. cab gives it away.

So......same cab shell, new bunk, new hood, new fairings........wish it was going to be priced right and break down as much as a Mack from the 80'S OR 90'S.....one could only wish.

Not my picture but tripped over it on the interwebs. ....same old cab..... Different sleeper.

I'm sure they work just fine and that design is quite commonly used in Europe. very few in use here in Ontario right now for rear suspensions but I heard Mack has priced them well on new orders and hope that this design replaces the camel back because the M series can be used on both truck brands.

Not very many M Rides in use yet. but I have seen 1 come apart pretty bad for a none off road use set up. it was an MRU front end loader. rear axle had to be chained to the frame to tow it in.

Very few order camelback up here anymore. Lots of trunion and spring issues over the last few years here. I got to see an m ride fail that was less then six months old on a front end loader. broken torque rods and and all. Every mixer company in Ontario right now is ordering Chalmers still to this day. Hendrickson is your best bet in my opinion. most of the reps don't even get involved in how the customers spec is doing on the road. they just input orders. talk to the fleet owners. get the real story.

I have some ugly news for you VLAD. ....your truck which sounds like it was a Canadian build. Most of the Canadian build trucks had the records stored at Toronto Branch after the Oakville plant was shut down in 1993. Most of those files were destroyed in the late 90's when The Toronto Branch was moved and no one wanted to cover the cost of shipping the Canadian records to the museum in PA. they were thrown out with the trash. Sad really. Mack corporate shut Toronto Branch down in late 2001

The MRU computer will be programed and wired for a different exhaust after treatment system that isn't even available on a volvo product. Not quite interchangeable. At best you may have a good ecu that will need to be programed to the Mack software.

We had a Raydan come in a few weeks ago where the bushing attaches to the beam split. had to replace the beam. it was a twin steer dump on a large dump fleet customer in Toronto. I wouldn't bother with it. plenty of other proven suspensions available. I'm starting to see more Simard twin steers coming in with helper air bags on the spring centers to the frame. one large cement customer has them on all. that looks like mid Ontario Barrie you are shopping at.

There were tons of RWII s built in Oakville assembly. I own one as well. 2M2N is the start of the VIN for ANY Mack built in Canada. They also built glider kits there. The RWII's started rolling off Oakville line in 1986. The first one built had an E9500 12 speed and a 60" alumi bunk sleeper on it. Mack Canada built lots of neat stuff at Oakville. they even built 20 of the first CH models there. I know where one is but the guy won't sell it. VLAD....the C in your vin dictates the plant it was built in. Canada W-WINNSBORO M-Macungie Etc.....

That's just wrong on so many levels.... What happened to making things simpler?

Because the passenger side of the MP/D series engine wasn't enough to go wrong already. I can't wait to see how they shoe horned that compound junk into the passenger side of the Mack frame rail under the hood.

A couple of Large fleets up here have made decent orders months ago to avoid having these engines in the trucks about to be built. One customer has been a regular tester of new Mack powertrains for decades. He has had enough of the failures in the last 15 years of product development. I believe the use of the 3 plunger unit injectors may have to do with a principal that Detroit/Benz uses on the DD series with an extra set of injector holes in each injector tip. Detroit/Benz has them on all 6 injectors and the higher then common rail pressures are made by using fuel pressure as its mechanical/fluid advantage to increase injection pressures at the tip.(basically the same principal as CAT and Navistar's use of HEUI injection systems. its ported through the head separate from the actual injector fuel supply only being used as a form of hydraulic advantage. The lower pressure is fed to each injector by the fuel rail. The DD engines use both sets of tip ports for every cylinder injection. Metering and duration increase for high power demand and regens. On Volvo/Mack The 3 Unit injectors ( that will have 2 sets of tip ports? )will use the rocker arm plunger as its high pressure actuator (Instead of a HEUI like system) when needed on the one set of injector nozzle ports while the common rail will feed the lower pressure injector ports (on the unit injectors with plungers only) The mechanical plunger will be used to amplify the common rail pressure most likely. The other 3 injectors will be fed by the rail only and have a single set of nozzle ports at the tip. (I have yet to confirm this but it makes sort of sense to me) Why Mack/Volvo will only needs 3 cylinders to do this is strange to me. Lets see if my hypothesis is correct, as nobody at my dealer has been trained on these engines yet.

This truck is actually an MRU with an MP series engine. It's for sale in BC. It's on truck paper.

Too expensive to convert. It can be done, but you would be better off and cheaper buying a used 250 or 300 series Midliner which would have full air brakes already.

Separate reservoirs for clutch and brake fluid on Midliners.