There are nine gears total, which help make timing more precise along with reduction in noise levels. On the back of the engine the timing gears are backed by a ¼” steel plate that is bolted to the block. This was done to improve the flow of cooling air around the front of the engine. On the Mack, the gear train has been moved to the rear of the engine. On most diesel engines, behind the belts there is a front cover, which houses the engine’s gear train linking the crankshaft, camshaft and accessory drives. This is no different than other diesel engines except for the fact that behind the accessories on the front of the engine there is no gear train.
The second belt drives the alternator and A/C compressor. The outer belt drives the coolant pump and fan hub. On the front of the engine there are two poly V belts that drive the accessories. From colors of the engine and appearance of the valve cover along with labels and filters, several features distinguish the MP8 from other engines even within the Mack line. But, behind the scenes are some interesting details that make the engine unique. It uses the standard emissions devices including the EGR system, DOC (Diesel Oxidation Catalyst), DPF (Diesel Particulate Filter), electronic injection and VGT (Variable Geometric Turbo). The Mack MP8 13-liter engine (and its Volvo counterpart, the D13) at first glance seems to be very similar to any other modern day diesel power plant. Monosteel steel pistons are made in one piece. Its design includes a one-piece cylinder head, a single overhead camshaft, three rocker arms per cylinder, unit injectors and no pushrods. The MACK MP8 is a 13-liter (800 CID) engine with electronic unit injectors, a cooled Exhaust Gas Recirculation (EGR) system, a Diesel Particulate Filter (DPF) system and the Holset Variable Geometry Turbocharger (VGT). Emissions has almost become a subject we’re already tired of hearing about, but the manufacturers go through numerous trials to keep their engines compliant with government “clean air” standards.Įspecially in a Class 8 truck, it’s interesting to see changes that have taken place that can be hidden in plain sight. If you don't and don't have the funds you will be out of business.First, it was the quest for more power, then the focus went to power with efficiency, and now power, efficiency and emissions are all required.
You rarely see one of these with less than a million miles for sale with a rebuild.Īnd with all that it is still a used truck and with that amount of miles you have to buy it with the expectation that you are going to have to rebuild it soon. They pulled all the data that manufactures are required to submit to the Federal Government on warranties.īut antidotely (sp?) this is supported by looking at used equipment in truck paper.
The other source came from a fleet owner that subscribed to a maintenance database through the ATA. At the time it was the company that TA used and most dealers to sample oil. Now that was a while ago and have long since deleted the files but the one source was a company out of CO that did oil samples. What made it so much cheaper than others bar far was the 1.3 MM range before rebuild. According to several sources that I accessed when I was buying my truck the VED12 had the second lowest cost of ownership behind the D60.
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