bbigrig

Don't Forget Oakville Assembly....... I see he edited in the missing plants after this was posted.

Not a huge difference in gear train wear etc. that I have seen in my trucks. They say running the non synthetic keeps the transmission a bit quieter and the wallet slightly fatter.. Change that diff fluid. Don't want that crap spreading around in there. Good luck with the Vision.

The 2003 CH I had was a 460XT. The last of the production before the ASET motors and at the end of the CH set back trucks. It will be badged as a 460 on the engine serial plate and said Max HP 487 on the same valve cover serial plate. The door badging was seldom seen, with a 460 and a small xt beside it in 2001-02 production. I had to order the door badging from the dealer. As far as I was told by the dealer, Mack stopped calling the 487hp a 460xt and just sold it as a 460 in the last year of E-tech production. The last of the 460's(487hp) E-techs had a waste gated turbocharger.(our waste gate seized at 200,000 miles) We worked ours pretty hard hauling 120,000lbs gross regularly. With an 18speed, 430 rears, double frame on 46 air ride. A gentleman that bought it from us split the crank at 400,000 miles hauling the same gross weight. That motor certainly did much better then any of our ASET motors for the hard work she did. It was the one with the aluminum rims in the picture.

Lots of those wonderful O-ring seals on all the piping thanks to Volvo. Most of your cooling system and piping runs on that side of the motor so you will have to be more specific as to the area its leaking on an MP series motor. If it looks like it is coming from a bolted on cover affixed to the passenger side of the engine its the oil cooler cover which has been known to leak. (behind the EGR cooler) Take another look. It could be a lot of things with coolant on the turbo side of the motor.

OUCH! That sucks.....

I see someone owns an MH, But I'm thinking that same person has never owned or worked on a series 60???...... I love MHs....and second to my Mack motors are Series 60's. You could get it in a CL, so why not squeeze it in to an MH? To each their own

Hell Yeah! I would love to see a 60series dropped into an MH.

I don't think your '06 has the newer interior. But...... I only found out recently the Newest CXU's I have (2013's) that have the dash cluster display screen is where you set the time on the radio with the steering column stock selector. The time can only be reset while the truck's parking brakes are on and when you set the in dash display, it automatically sets the radio time.

One of My CH's has a T-2180 18speed. They have always been an optional trans for the CH. The 18 and the 13 are the same transmission just piped differently at the trans and the knobs are different.

Sounds familiar...... Maybe Volvo/Mack need to start installing auxiliary O-rings like in Detroit 50 and 60 series engines. For those unfamiliar, Its a thick rubber O-ring installed between the upper of the injector cup to seal against the surface of the injector body. This O-ring is a back up for if the combustion gas that can get between the injector tip and cup sealing area like the MP's. That O-ring makes a huge difference as Detroit use to have the same MP8 is on its 3rd set of cups and 1 of my 2013's at 20,000kms had all 6 cups and injectors done.

Yes different Hub....

RD....No comparison....The CH is too light speced. Double frame or not. The RD's '94 E7 engine is also a better motor then the 2000 E-Tech.

If I am not mistaken the '89 MH we had powered with an E9 had a series parallel switch located on the tower as well. The alternator was a 12 volt alternator with both 12V and 24V inputs to a funky regulator on the Alt. I'm pretty sure the batteries were wired in parallel (12V) up to the series parallel switch. If I remember correctly the series parallel switch would use the right and left 12V battery banks as normal 12V operation for gauges etc. It would take the 2 banks and put them in series to make 24V for starting only. The series parallel switch was used to accommodate the 24V starter if I'm not mistaken? This was only for E9 engines. I know the CL's with E9's were a complete 12V set up. If I got this wrong remind me what it was.....I know I will remember this correctly by tomorrow night.

In 1989 when Mack unveiled the E7 engine they also announced that a 425hp version would be available in 1990. It never happened, and the 427 was not put into production until V-Mac II was introduced in 1995. The Superdog was built till late 1992 so it makes sense why it would be in the brochure.

I thought it looked like Macungie but wasn't sure. Thanks.

Found them!

The Black one in the picture staged on the pad in front of the dealer looks identical to the unit ALL crane rental in Canada bought. I have a picture of it somewhere. better get searching.

84' KW studio sleeper......That's a tough one to top......Those bunks are well laid out. Love the futon couch/bed option with 3 seat belts.

Thanks Staxx. I have yet to get too far into these MP series engines at our shop. They seem to be doing quite well for the most part. I Will have a look at the rest of the fuel system.

So I picked up the Pinnacle on Friday and to me it sounded a little strange..... Almost like it was missing even though with the issues they found (6 cups 2 injectors)it went into the Mack dealer without a miss. Running out to Ottawa Ont. with 30,000lbs the MP8 would barley get up to 180degF on some big hills. On the flats it was running below 160degF. Had lots of heat coming from the dash and the outside temp was mid 50'sF We stopped for coffee twice with the engine hot and both times that MP felt like it lost its prime again for a few seconds on start up. After unloading and returning empty to the Toronto, Ont. area the engine finally started climbing up around the 190degF mark on some hills. By this time the outside temp was in the mid 60"sF. On the trip back we shut the truck down twice to see if it had the same startup problem and it started fine???? Coolant level was ok the entire time. With no codes etc..do I have another cup issue? The engine to my understanding is shut down at the unit pumps by the ECM when Ignition is cut. Otherwise I guess I'm going to be looking at that damn Davco filter housing. Staxx or Mackpro68....any pointers??? Thanks.

Beautiful inside and out!!!

The 2005 355-380's with 370 rears did quite well for hauling 80,000lbs gross for me. They pulled like hell and did better then my 490's with similar gearing.

Psssst.....I have 2 2013 Pinnacles, One with a 60" and one with a 70" sleeper. My 60" has a cabinet with door and internal shelves mounted on the passenger side of the sleeper.(not a wardrobe) Also the drivers side cabinet unit (no fridge in this unit) has 2 drawers and a large door with 2 internal shelves. (these cabinet units are the same shape and design as used in the Volvo VN series and are optional.) One drawer the usual pull out that is also a desk top. The other drawer pulls out over the matress on the back side of the cabinet unit. Its small and useless. There are few options and I agree Mack could do a lot more with the quality and layout of the offered bunks.. You can add or omit wall shelves on the 70". This bunk could really use some upper cabinets on the back wall like the older CH Elite interior sleepers Pre 1995. I had a 2006 CHN Rawhide with a 60" and was disappointed with the space etc. Mine never leaked and it sucks you had as many issues as you have had. Keep in mind no one is perfect on this forum and we all make boo boo's. Hope you have better luck with the Mack bunks in the future. I will never by a 60" again, and Highrise is the way to go if you can..

So lets see here.......952,000kms. My 2008 Pinnacle with an MP8 485 is now into its 3rd set of Stainless (connicle) injector cups. The usual loss of prime and hard starting is the first sign. No miss, ran ok but you could hear that MP lost some of her punch. She also had a rich burning fuel smell at the exhaust.( which only started a few days before we took it in as our shop is swamped right now) 1st set, approx. 500,000kms (switched from copper to stainless under Warranty) 2nd set 720,000kms the dealer only replaced 3 cups. (Cheap warranty buggers!) 3rd set I told the dealer to replace all 6. (At my cost this round) Turns out 2 of the injectors were as they now call it, "Fretted" (cracks in the injector tip body) So 2 injectors, 6 cups and almost 4G's later its back on the road. This truck has been good to us for the most part. Hope these cups don't become a regular every 200,000km thing.

110,000miles........ Yikes! How many engine hours and what application was the MP7 used for? That sucks. I hear these kind of stories with DD15 engines, bummer.