Can anybody from an operators point of veiw,comment on how the regeneration system has been working for them! Good or bad. What about fuel economy? 

They love fuel, but not to bad. Performance wise not much difference, the fans are MUCH quieter than the last couple years and the cabs are so much sweeter, lots more room not so much of a sardine can anymore. 

Thanks Daddy0; with that said,do you find that the re-gen system being anymore of a distraction? Or is it buss.as usual! Thanks Daddy0 

We got our new concord on a mack chassis and we actually had it for three days out of the first month. The rest of the time it spent at mack the hole regen system is pain. The truck has two new ecu in it due to the regen system not working proper. Even our mixers we have three with the new regen system on them and only two of the three work proper. So wait for 2010 when the standards get even more strict. There will be even more promblems with them.

when you are pumping and it kicks in it will make you turn and look a few times but after about a week it's buss as usual.

Thanks guys,apreciate the info.Do you have to run these new macks at a higher R.P.M. than what we use to with the older style.I guess what I'm trying to say is,, Whats the lowest R.P.M. a guy would want to run the new engine at while pumping,.Or does it really matter? Thanks

Few more details for those interested:

• 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 what ever 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 occurance 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 opperators 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 catalist 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 unforetunately 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 endevours 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