Following is some data I posted on a previous post, may be of interest/ help to those who are curious:

Mack 2007 emission compliant engines are made by Volvo (Mack/ Volvo are together of course), and in fact a more powerful product than the previous dirty engines like the Mack 370's and 460's.

• Because the Volvo will have more power in general available, either the MP7 or MP8 can be pretty well run at whatever rpm "turns your crank" so to speak.
• The regenerative system, termed the DPF - comes with a whole new era of electronics, more in fact than that which accompanied the lunar landing modules for Nasa. This develops a certain vulnerability, when sensors and components might be in harms way of "footin putin" as well elbow bursts which put concrete down towards the tranny and back of cab.
• Any occurrence of problem, or sensor glitch leads rather quickly to a "level 4" situation, derate, and engine shut down. Those will be accompanied by dash warning lights/ indicators and operators hopefully aren't away from the cab for too long when such an event starts to develop. (and it will)
• All level 4 shutdowns and such require an authorized dealer to link to the engine with their lap top, in order to clear codes, learn problems, or force a "regeneration".
• Regenerations are where diesel fuel is injected/ burnt within the DPF (diesel particle filter) or muffler. The inards are a honeycombed soot trap that require a good "chimney cleaning" at regular intervals. (See "inhibit" dash switch) Air leaving these mufflers is rather remarkably clean, soot free!
• Do not make the mistake of pushing down on the dash "inhibit rocker switch", as this turns off the ability for the DPF to regenerate, and level 4 shut down will not be far off. Mack is making a provision for a new dash switch that doesn't have the "inhibit" position, but is able to go upwards still to initiate a regeneration (part of the available procedures). If you own one of these trucks, you should push hard to get the new switch (free of course)
• The DPF when poisoned by improper fuel, contaminants from an improperly running engine, or very old age, might be dealer serviced (when removed and run through a special cleaning machine). Replacements will be very expensive.
• All trucks from now till 2010 have this technology, at which point the next wave of change takes place known as "SCR" or select catalytic reduction. On that development, a catalyst fluid also referred to as "Urea" is injected in another muffler like device just past the first large heavy DPF muffler, in which a unique cleaning event occurs. This SCR approach is expected to increase fuel economy strangely enough, beyond 5% hopefully. A modified fuel tank structure, with an additional "Urea" tank at about 10% capacity of the diesel will be onboard, plus as you might expect more electronics and controls.
• Weight will unfortunately increase on the front end, as well real estate behind the cab becomes in short supply.
• Caterpillar has pulled out of this race for clean truck engine emissions and will not be available to purchase in general, from now onward.
• Cummins, perhaps the simplest of power systems, will have similar equipment on its engines, but it utilizes the more effective Fleetgaurd DPF (which had about 1/4 the amount of electronics and sensors that the Mack MP7 has) and the Cummins promises to become a very viable/ popular power plant option for pumpers.
• The ISM engine supplied by Cummins will retire by 2010, and will be replaced by a new model that has a physical appearance much like the ISX super motors used in highway trucks.
• If the pump manufacturer that you prefer is not already involved in significant planning, and engineering endeavors to usher in a properly running and weight legal 2010 compliant product, it would be wise to let them "work on it" for a year or so to get them properly running (see not shutting down with concrete on board).
• Alliance welcomes all enquiries relative to these new systems and strategies, regardless of your expectations of type of pump you presently own or expect to own. A healthy industry needs to re-emerge out of these unusual times.

Sincerely, Lorne

GOOD STUFF

Thank you for the info.

1 question; So if you are on the [whatever floor] and this problem happens........ is there a warning of any sort or does it just shut off and stay off until the Mack guy shows up? ;~0

Bob, all DPF equipped trucks (whether they be Mack, Pete, or other) have dash warning lights for different stuff.

The DPF systems all seem to have the 4 levels or states, and as the ECM (electronic control module) interprets either something being amiss, or increasing pressure differential readings (indicating the muffler is plugging up) it will flag the level 1 through 4 type warning lights, in the dash. When you move up the list, the engine can derate and keep running (that also happens if you depress the "Inhibit" dash switch while you're driving), but once level 4 is reached there is no warning to the operator that is up on the 4th floor during an extended pour, etc. etc. You will only know you're in trouble as it shuts down. At that point only the Mack tech with lap top has the opportunity to do anything, frequently they require the shop setting or factory assistance and you must seek a power pack to clean up/ fold up so that the tow truck can do its thing. One thing the operator can do is to keep a tab on when the last "regen" has taken place, this is evidenced by the engine latching at an rpm above bare idle, and extreme heat waves exiting the exhaust spout or "bird cage" diffuser (upwards of 1100 degrees developed, don't park directly under a dry tree or fuel depot). As well, you can initiate a regen by depressing the dash switch upwards, and this helps prior to long jobs in some cases as well. Certainly a lot more to be aware of.

So, in answer to your question, not much for warning except dash lights and engine stoppage, and nothing you can do at that point on your own.

Lorne

Before anything shut my engine off I would want a siren or church bells with a 5 min warning.

Thank you for your very specific info ;~)

Save you self the worry don't put a Mack underneath the Pump.

Thank you for the Info LW.

It is good to know that 4 floors up Some emission sensor is going to make your day hell.

Picture it...... -20*c pouring a roof on a new hotel.... 7 stories up..... for some odd reason it gets quiet... the lump sets in your throat..

Mack dealer 1hr away.... will it freeze...Start Praying....

Condor salesman follows mack laptop....lol...lol 

It sounds like we will have some interesting stories to tell in this regard! With that said,I hope it's -20 rather than +20,,If I had to pick my next battle! One more reason to have an oiler?

I might be so bold as to express my "prime mover" preference as the 2010 emission countdown clicks in this year. Hopefully none of my friends @ Mack read posts here, but if so let me say the Mack truck is still probably one of the strongest work horses, just have to keep him out of his sleepy "dog house" , lol.

Having had an extensive history and love affair with Caterpillar engines, I never thought a day would come when I promoted Cummins engines, but that is exactly what my orientation is now. I firmly believe they will provide the most significantly honest "uptime operation" compared to other makes, pumping time rather than down time is what it should be all about. Simpler is always better, and with their Fleetgaurd DPF approach, as well clean engine exterior and general minimal usage of excess electronic gadgets, its a win/win product.

I agree with Granite in that the Condor is a very desireable, functional alternative choice, watch for advancements with Autocar as well this year - they feature Cummins and have a range of unique, advanced design features and components that are bound to please (you aim too please)

For those coming to the show this year, Alliance will have the real 4 axle Autocar pumper in its booth and I'll be there to discuss/ explain all the features. Please drop by for a visit.

Lorne.