bbigrig

Well aware....so tell me about Renault being involved in the design of the E7PLN. Share ownership doesn't directly involve them in the design of the engine. As a Mack technician, I'm sure you've seen some subtle differences in their engine designs. The E7PLN engine is one Renault never used in any of their own production trucks globally. They used the E9....someone else on here will tell you that another European truck maker was hip deep in that one.

May want to quote your sources on this one....to my knowledge, the only engine Renault really had a lot of input on was the Etech. The platform of the E7PLN was basically a Metric beefed up version of an E6. The E7 was in development years before Renault had controling shares of Mack. Fill me in....

I was referring to the system on the ISB...its a Cummins/Bosch system.. The only real difference common rail design wise between the ISX and the ISB is mostly pump related. I know you feel the need to split hairs on here to make your day complete, but i was refering to when comparing ANY of the common rail fuel systems available on ANY Cummins engines, it's far superior on all levels to the Delphi Volvo/ Mack fuel system.

E7 platform was French? Are you referring to the E7PLN or E7 E tech?

Same gasket on Pinnacles and Anthems..lol

The Midliner pre freedom models use both oil and fuel filters that were used on other Mack engine models such as E6 and E7PLN (before 1998 engines) If I remember correctly, they were used right up until the cancellation of the CS and MS models and the intro of the freedom. The Freedom models take filters that are specific to the Freedom line of trucks and engines. Basically rebadged Renault speced filters

Just got our 5th P20EE in the last 2 weeks. All 2018 trucks with the stand up SCR unit mounted behind the cab. $7K to replace the SCR unit up here. The E case was 1 small paragraph description of the results of the testing. The E case response was 1 sentence...replace the SCR cat. Must be a bad batch.

I use to call E-techs "E junks" when comparing them to the E7 PLN engines. I'm now eating my words comparing MP to Etech...cant win.

That's an easy one....in comparison to the Bosch fuel system used by Cummins, this Delphi "wanna be" common rail I think will be a bit of a let down. It's more difficult to work on, more difficult to diagnose, full of issues that came with the last engine design and still more expensive to repair in both labor and parts then the Bosch/Cummins common rail. The fact that the plunger injectors are pulling double duty now not only injecting into the cylinder as usual, 3 of them are also responsible for building up rail fuel pressure when not firing into a cylinder shows they are doing double the work...(for those that are scratching their head on this comment Macks YouTube channel has a video that may help on the fuel system) instead of a pump that in some cases has a high and low pressure pump on an external to valve cover pump or a high pressure pump with an electric lift pump feed from the tank. I was hoping this engine was a bridge engine (a band aid fuel system on an old engine before a better design is released) I'm told by Volvo engineer people it's not... Cummins however took a step backwards with the release of the X15's new exhaust after treatment set up. Like the medium duty engines Cummins builds, it's going to be fuel dosing in cylinder only and doing away with the 7th injector after the turbo. It's bad for the cylinders and has wiped out many a ISL and ISB over the years where high idle time is part of the engines duty cycle. I wish these engines would get more simple with every release. Sadly, They are not.

We have replaces a few SCR assemblies on that code as well. E case made the calls on those. Also had one that was an output nox sensor that would be about 75 ppm drift from the other sensor on cool down. Should be 40ppm or less Only seeing this issue on the 2018s so far.

I'm wondering if like Detroit on the 60series we should start installing a thick o ring between the injector tip body and the injector cup to slow down the combustion gas infiltration to the fuel system.

Also, keep an eye out for low power/chugging, low fuel pressure or codes for fuel restriction. We have had 2 with a fuel "flapper" check valve in the intake of the primary fuel water seperator filter in the housing that goes for a crap. Apparently if you put a Donaldson primary water separator filter on that was made for the none common rail engines it may cause this valve to be damaged. The common rail engines have no Donaldson primary fuel filter crossover available. The Flapper valve is serviceable separately from the fuel filter housing assembly. We have also had a couple of the new AHI moduals that are part of the fuel filter housing go for a crap already

Which one?.....lol. We have had several all under 1 year old. A few team driven so between 60,000 And 250,000kms. Nothing has changed. Same issues.

It's a crappy Delphi , more difficult to diagnose, warmed over Volvo crap wanna-be common rail set up.... Volvo started rolling them out in early 2018 models. Mack was 8 months behind i believe. We see more Volvos then Macks here. Started seeing some issue on a few 6 months in.Got to love the new mile long injector trim/cal codes when replacing them. Don t worry, we are already seeing issues with them in both the injector and injector cup failure departments. Nothing but making things more complicated has been improved with this setup.

Oil and fuel universal on all Midliners. Freedom uses different fuel filters

Turns out...only 586 of these Baby 8 CM422s built between 1988 to 1990

Anyone know where I can find a decent CS (conventional) Mack Midliner Cab? Preferably older the 1992 so it already will have the brown interior. Any vintage will do worst case. Thanks.

No thanks.

You may not know this oso2...you like me being of the Canadian denomination will see a lot more Volvos in use and on the road in our daily lives. Volvos market share is much higher here in Canada then in the US but it is on a steady rise in the states. For the others, working at a Volvo/Mack dealer, it's easily a 10 Volvos for every 1 Mack sold on the new truck side. Both makes have the same issues as they are basically using the same power trains. For the Macks that are sold it's 90% Granites. What's sad is at least if you buy a Volvo Mack product you know you will have the same issues that were there since 2008. Lol. Not much has really changed. Very few powertrain improvements. When it comes to the I shift and it's ugly brother, we usually have 5 out on the floor at a time at around 800,000kms. They arnt that great considering we wouldn't be pulling Fullers at half of that rate. You won't see a Cummins X15 in any Mack unless they lengthen the hood and move the cab back on all models. It don't fit...bottom line.

Yep....its on its way here today or tomorrow. A total give away. I worked on a fleet of 15 Midliners. They were good truck when speced correctly. We only made the mistake of ordering 1 200 series. The rest 300 series without issue. I wouldn't have an issue picking up a used one. This CM422 is all cosmetic so far. Runs well.

I've always known one of the movie production companies had a CM422 baby 8 tractor basically sitting on sites in Toronto. I have not seen the truck in years, until today. There were very few CMs delivered here in Canada. On a closer look today I found out I knew this truck better then I realized. The white paint is peeling off showing the original blue and silver paint job. The same paint job it had for the 1988 TruckCan show in Toronto. This may be our next project. Who else owns a CM, really.... It runs, has less then 100.000kms and I know where to get another cab. I've always had a soft spot for Frog Dogs ....call me crazy.

DMMEX was actually engineered by Mack Canada Oakville and i would guess over 90% DMMEX units were built in Oakville Assembly. I remember standing in between the steer tires as a kid at the plant in awe.

E6 4V variations below. In 1988 they switched from offering 2V engines for Maxidyne engines to 4V engines. In Mack Sales literature it was rebadged as "Maxidyne Plus" The only one that kept 2V Maxidynes were DMMs because until 1992 they were built without chassis mounted charge air coolers. In 1992 they switched to EM7 engines with the new DMM hood design.

The engine in the picture is an Econodyne not a Maxidyne. You could order an RW with a Maxidyne engine which I have seen before. It could go either way, engine hood name swapped or powertrain in truck. Best to get the VIN number and look up the spec at the dealer. The Econodyne had a lower torque rise percentage for on highway useage. The Maxidyne had a high torque rise percentage and was more suited for vocational off road use. Maxidyne were usually speced with 5, 6 or 7vspeed transmissions while Econodyne engines normally had multi speed transmissions of 9 gears and up.

That engine is an Econodyne E6350 if it's a 4valve head. For it to be a Maxidyne it would read EM6.... I believe the 4 valve 350 was not available in Maxidyne config. Lower the 350hp ratings such as 300 were available as Maxidyne in E64V ratings. My 1988 has a factory installed Econodyne label with studs under the Mack script on the driver side only which was common for RWs. Same for Maxidyne if your truck was powered as such.