Mack MP8 User manual

BODY BUILDER INSTRUCTIONS
Mack Trucks
Body Builder; Engine, MP7, MP8, and MP10
CHU, CXU, GU, TD, MRU, LR
Section 2
Introduction
This information provides details for the MP7, MP8, and MP10 engines for MACK
vehicles.
Note: We have attempted to cover as much information as possible. However, this
information does not cover all the unique variations that a vehicle chassis may present.
Note that illustrations are typical but may not reflect all the variations of assembly.
All data provided is based on information that was current at time of release. However,
this information is subject to change without notice .
Please note that no part of this information may be reproduced, stored, or transmitted by
any means without the express written permission of MACK Trucks, Inc.
Contents:
•“Fuel and Oil”, page 2
•“Engine Overview”, page 3
•“Exhaust Aftertreatment System”, page 10
•“Heated Dump Bodies ”, page 25
•“Exhaust Back Pressure for US2010 and GHG2017 Engines”, page 26
•“MR/LR Exhaust Aftertreatment System Regeneration”, page 27
•“Dash Overview”, page 29
•“In-Transit Heat Cooling System ”, page 37
•“Fittings, Fuel Line, Replacement”, page 41
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General
Fuel and Oil
CAUTION
Diesel engines for 2006 and later model year vehicles are designed to operate only with ultra low sulfur diesel (ULSD) fuel.
Use of fuel other than ULSD will reduce the efficiency and durability of the engine, permanently damage the advanced
emission control systems, reduce fuel economy and possibly prevent the engine from running at all. Manufacturer's war-
ranties are likely to be rendered void by usage of improper or incorrect fuel, and usage of fuels other than ULSD fuel in die-
sel-powered vehicles is illegal and punishable with civil penalties. Use of fuel additives to compensate for the lower sulfur
content is NOT recommended by MACK Trucks, Inc.
Fuel sold for use in diesel-powered engines for 2006 and later model year vehicles may only contain a maximum sulfur con-
tent of 0.0015% by weight. This was done to reduce particle emissions in the exhaust.
Bio Diesel
The only biodiesel fuel approved by MACK Trucks, Inc. for use in MACK Engines is soy methyl ester (SME or SOME) in
blends up to B20 concentration (20% blend).
Note: Although higher concentrations are available, concentration up to B20 (maximum) are the only blends currently ap-
proved by MACK Trucks, Inc.
Greenhouse Gas 2017
Maximum limit will be B10 concentration (10% blend).
Engine Oil
EO-O Premium Plus (or VDS-4) diesel engine oil is mandatory for use in all 2017 emission compliant MACK engines. Chas-
sis equipped with a 2017 emission compliant engine, which can be identified by the presence of an aftertreatment selective
catalytic reduction (SCR) system, also require the use of Ultra Low Sulfur Diesel (ULSD) fuel. EO-O Premium Plus oils ex-
ceed the new American Petroleum Institute (API) service category CJ-4.
Notes
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Engine Overview
DANGER
Do not use ether or other combustible starting aids in any MACK engine. Introduction of ether or similar starting aids could
cause a fire or explosion resulting in severe property damage, serious personal injury or death.
CAUTION
DO NOT crank the engine for more than 30 seconds at a time; wait 15 minutes after each try to allow the starter to cool.
Failure to follow these instructions could cause starter damage.
Note: Some starters are equipped with starter protection. If the engine is running, the starter temperature is too high, the
transmission is not in neutral or the clutch pedal is not depressed, starter engagement is inhibited.
Allow the engine to slow down and idle for 3 to 5 minutes before shutting it off. This allows the turbocharger to cool down and
the cooling system to dissipate the engine heat. Switch the engine off by turning the ignition key to the OFF position.
CAUTION
Shutting off an engine immediately after high speed or full load operation can damage the turbocharger and cause heat
stress in the engine. Always let the engine idle for 3 to 5 minutes before shutting it off.
MACK Trucks, Inc. does not recommend the use of winterfronts, shutters or any other shield in front of the grille or radiator
package under normal circumstances. Today's electronically controlled engines are designed to operate in cold tempera-
tures without a winterfront. These devices, if not used properly, can cause higher exhaust gas temperatures, power loss, ex-
cessive fan usage, failure of the charge-air-cooler (CAC) and a reduction in fuel economy. Winterfronts can be used in the
wintertime during very cold weather if used properly. In these cases, engine coolant and intake air temperatures must also
be carefully monitored and controlled. Please see your authorized MACK Truck dealer for recommended winterfronts.
CAUTION
MACK is now using the ambient air temperature (AAT) sensor for on board diagnostic (OBD) monitoring. If a customer in-
stalls a winterfront or blocks the radiator opening and blocks airflow to the sensor, they will likely set an OBD diagnostic
trouble code (DTC) for inaccurate sensor data due to restricted airflow across the sensor.
Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR
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Engine Shutdown System
DANGER
Failure to take the necessary precautions when the STOP telltale is on can result in automatic engine shutdown and the
loss of power steering. Vehicle crash can occur.
The engine shutdown system will automatically derate or stop the engine when one or more of the conditions listed below
reaches a critical stage:
•High Engine Coolant Temperature (ECT)
•Low Engine Oil Pressure (EOP)
•Low Engine Coolant Level (ECL)
•High Crankcase Pressure (CCP)
When the shutdown is activated, the telltales come on along with display symbols and the buzzer is also activated. After a
brief time, the engine shuts down. Find a safe place to pull off the road as soon as possible.
After the engine has been shut down by the system, turn the ignition key to the OFF position. If necessary, the engine can be
restarted for a brief time so that the vehicle may be pulled off the road.
The alarm will remain activated until repairs have been made to correct the problem that caused the shutdown.
CAUTION
Continuously restarting the engine once the shutdown system is active may result in severe engine damage.
Refer to the driver information display (DID) manual for information about the display symbols.
W2116208
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Engine Overview, MP7 and MP8 Left Side View
W2006034
MP8 Engine Shown, MP7 Engine Similar
1. Breather Tube 9. Fuel Filter
2. Intake Manifold 10. Hand-Priming Pump
3. Air Compressor 11. Crankcase Ventilator
4. Power Steering Pump 12. Alternator
5. Fuel Pump 13. AC Compressor
6. Engine Control Module (ECM) 14. Alternator/AC Compressor Belt
7. Fuel Filter 15. Fan/Coolant Pump Belt
8. Fuel/Water Separator 16. Exhaust Gas Recirculation (EGR) Mixing Chamber
Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR
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Engine Overview, MP7 and MP8 Right Side View
W2006035
MP8 Engine Shown, MP7 Engine Similar
17. Exhaust Manifold 24. Venturi Pipe
18. Valve Cover 25. Oil Filters
19. Intake Air Heater (IAH) optional 26. Oil Pan
20. Thermostat 27. Exhaust Gas Recirculation (EGR) Cooler
21. Belt Tensioner 28. Turbocharger
22. Coolant Pump 29. Starter Motor
23. Coolant Filter 30. Exhaust Gas Recirculation (EGR) Valve
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Engine Overview, MP10 Left Side View
W2006037
1. Breather Tube 10. Fuel Filter
2. Intake Manifold 11. Hand-Priming Pump
3. Air Compressor 12. Alternator
4. Power Steering Pump 13. AC Compressor
5. Fuel Pump 14. Alternator/AC Compressor Belt
6. Crankcase Ventilator 15. Fan/Coolant Pump Belt
7. Engine Control Module (ECM) 16. Venturi Pipe
8. Fuel Filter 17. Exhaust Gas Recirculation (EGR) Mixing Chamber
9. Fuel/Water Separator
Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR
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Engine Overview, MP10 Right Side View
W2006036
18. Exhaust Manifold 25. Oil Filters
19. Valve Cover 26. Exhaust Gas Recirculation (EGR) Cooler
20. Intake Air Heater (IAH) 27. Oil Pan
21. Thermostat 28. Starter Motor
22. Belt Tensioner 29. Turbocharger
23. Coolant Pump 30. Exhaust Gas Recirculation (EGR) Valve
24. Coolant Filter
Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR
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Engine Clearance
A minimum of 40.64 mm (1.6 in) of clearance should be maintained around the engine. Additionally, no equipment should be
installed that would restrict air flow through the radiator or to the engine air intake.
W2031928
Fig. 1 Allow Sufficient Clearance Around Engine
A. 40.64 MM (1.6 in) Minimum
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MACK, Emissions Solution
Exhaust Aftertreatment System
Your new MACK chassis is equipped with emission compliant engine, with an engine exhaust aftertreatment system (DPF)
and selective catalytic reduction (SCR) system. Vehicles equipped with a DPF require the use of EO-O Premium Plus (or
VDS-4) specification high performance diesel engine oil and ultra low sulfur diesel (ULSD) fuel.
CAUTION
Use of diesel fuel other than ULSD and engine oils other than EO-O Premium Plus (or VDS-4), will adversely affect per-
formance, efficiency and durability of the DPF system and the engine, to the point where the engine may not run at all.
Manufacturer's warranties will also be rendered void due to usage of improper fuel. Unapproved fuel additives (including
engine oil) are NOT permitted.
MACK Trucks, Inc. offers two different types of DPF systems:
• Conventional DPF (passive regeneration and parked regeneration)
• Spark Assisted DPF (moving regeneration and parked regeneration)
as well as two different mounting styles:
1. MACK vertical back-of-cab DPF (both conventional DPF and spark assisted DPF)
2. MACK-Cap DPF, which is a space saving unit that is mounted inside the frame (conventional only)
C0029353
A DPF takes the place of the standard muffler. The DPF is used to meet EPA requirements to help reduce soot and particu-
late emissions into the atmosphere. The particulates are removed by collecting in the DPF unit, where they are eventually
oxidized during passive or active regeneration. The electrical system and exhaust aftertreatment system of the vehicle will
determine when regeneration is required. MACK Trucks, Inc., uses two exhaust aftertreatment systems: conventional and
spark assisted.
Conventional exhaust aftertreatment systems use aftertreatment DPF passive-active regeneration. The passive regenera-
tion process oxidizes the particulates captured in the DPF while the vehicle is in operation. A diesel oxidation catalyst (DOC)
raises the exhaust gas temperature (EGT) to approximately 260°C (500°F), the temperature at which a chemical reaction
takes place to oxidize the soot (passive regeneration).
Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR
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Aftertreatment DPF spark assisted systems use active regeneration. Regeneration takes place after a certain number of en-
gine operating hours and begins when an air/fuel mixture is injected into the thermal regenerator and raises the temperature
inside the unit to the point where the soot oxidation takes place.
Conventional exhaust aftertreatment systems are used in highway and certain vocational applications. Spark assisted ex-
haust aftertreatment systems are used mainly in refuse collection applications.
Depending on how the vehicle is set up, aftertreatment DPF regeneration can occur while the vehicle is being driven (re-
ferred to as a "moving" regeneration) or when the vehicle is parked and idling (referred to as a "parked" regeneration).
CAUTION
When aftertreatment DPF active regeneration occurs (with either system), the temperature of the exhaust will be elevated.
DO NOT park the vehicle with the exhaust outlet under low hanging overhead flammable objects such as trees, awnings,
etc., that could be damaged by elevated exhaust gas temperatures (EGTs). DO NOT remove the diffuser.
CAUTION
If the vehicle is in a location that may be hazardous when an aftertreatment DPF active regeneration begins (i.e., in close
proximity to flammable materials or gases), the regeneration should be stopped by pushing the DPF switch to the "Stop
Regeneration" position.
If an active regeneration is stopped by the vehicle operator, it should be initiated at a later time when the vehicle is in a safe
location. However, if an active regeneration is stopped repeatedly, the vehicle may need to be taken to a MACK service fa-
cility. The service facility will use a service tool to manually initiate the regeneration.
WARNING
For chassis equipped with a heated dump body, be aware that temperature around the area where the exhaust en-
ters the body, as well as the product contained in the body, may be elevated, particularly during aftertreatment
DPF regeneration.
Extended Idling and Aftertreatment System Conditioning
Extended idling performed on this vehicle equipped with an exhaust aftertreatment system should be carried out at a low en-
gine idle speed. There is no benefit to using a raised engine idle speed for extended idling. The only exception is for active
power takeoff (PTO) . Utilizing an engine speed above 1,300 rpm is recommended for vehicles which perform extended
idling with an active PTO.
During periods of extended idling, normally greater than 8 hours, the conventional aftertreatment diesel particulate filter
(DPF) system needs to perform a routine conditioning cycle. The conditioning cycle is controlled by the engine control mod-
ule (ECM) and will start and stop automatically as needed. The DPF conditioning is required to maintain normal exhaust
aftertreatment system function and should not be stopped. DPF conditioning will not occur on aftertreatment DPF spark as-
sisted systems.
During these events the engine speed (RPM) will increase to approximately 1,050 - 1,400 rpm, for non-PTO , in order to com-
plete the exhaust aftertreatment conditioning cycle. Exhaust gas temperatures (EGT) will also elevate slightly but remain
much lower than that reached during aftertreatment DPF regeneration and present no danger.
If a compatible driver display is available a message will be displayed when the conditioning cycle is in progress. The mes-
sage indicated in the driver's display will be "ATS Conditioning in Progress, No Action Required." If no driver display is avail-
able there will be no indication of an DPF conditioning event except for the automatic increase in RPM.
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Exhaust Aftertreatment System (EAS)
CHU/CXU/GU/Titan Standard System View
W2029933
1. Selective Catalytic Reduction (SCR) Catalyst
2. Aftertreatment Diesel Exhaust Fluid (DEF) Dosing Valve
3. Aftertreatment Diesel Particulate Filter (DPF)
4. Aftertreatment DEF Tank
DEF is a reactant that's key to the SCR process. It's a nontoxic, ultra-pure solution of urea and ultra-pure water. Urea is a
compound of nitrogen that turns to ammonia when heated. It is used in a variety of industries, perhaps most commonly as a
fertilizer in agriculture. The fluid is non flammable, and is not dangerous when handled as recommended. However, it is
highly corrosive to certain metals, especially copper and brass. Read the separate section concerning the handling of DEF
solution.
GHG17 ClearTech One
One box EATS.
W2116209
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LR/MRU Standard System View
W2031562
1. Selective Catalytic Reduction (SCR) Catalyst
2. Aftertreatment Diesel Exhaust Fluid (DEF) Dosing
Valve
3. Aftertreatment Diesel Particulate Filter (DPF)
4. Aftertreatment DEF Tank
DEF is a reactant that's key to the SCR process. It's a nontoxic, ultra-pure solution of urea and ultra-pure water. Urea is a
compound of nitrogen that turns to ammonia when heated. It is used in a variety of industries, perhaps most commonly as a
fertilizer in agriculture. The fluid is non flammable, and is not dangerous when handled as recommended. However, it is
highly corrosive to certain metals, especially copper and brass. Read the separate section concerning the handling of DEF
solution.
Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR
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Note: The DEF Tank filler area must be protected or shielded from solid or liquid debris falling from normal refuse pick up op-
erations or body clean out operations.
Safety Information
MACK utilizes a diesel particulate filter (DPF) and selective catalytic reduction (SCR) to meet US2017 emissions. The sys-
tem is designed to require very little driver interface to maintain correct operation. The technology utilizes a aftertreatment
DPF passive regeneration; requiring no fuel to be injected to clean the DPF. In US 2007 an active regeneration (fuel was in-
jected) was required to clean out the DPF producing very high exhaust outlet temperatures. Certain vocational duty cycles
will require the use of fuel and/or a DPF parked regeneration to clean out built-up soot in the particulate filter. Exhaust gas
temperatures (EGT) will increase during a parked regeneration. When parking the vehicle to perform a parked regeneration
keep away from any flammable materials, vapors or structures.
DANGER
Exhaust gases and components can be at extremely high temperatures during aftertreatment DPF regeneration. When
parking the vehicle, keep away from any flammable materials, vapors, or structures.
DANGER
The temperature of the exhaust system components during the aftertreatment DPF regeneration process can exceed 350
° C (660 ° F). The exhaust gas leaving the system can reach 505 ° C (930° F). Various factors (including ambient air tem-
perature (AAT) and duration of the regeneration process) determine when these components will return to normal operat-
ing temperature after regeneration has completed. Be extremely careful around these hot components. Contact with these
components can result in serious personal injury.
Notes
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Exhaust Aftertreatment System Components and
Selective Catalytic Reduction (SCR)
SCR is an emissions-reduction technology with the ability to deliver near-zero emissions of nitrogen oxides (NOx), a smog-
causing pollutant and greenhouse gas. SCR's performance has been proved in millions of miles of real-world trucks in other
countries, as well as in long-term field tests in the U.S. SCR reduces NOx emissions to very low levels, while at the same
time delivering excellent fuel economy and reliability. The system doesn't change the design or of the basic engine. Rather,
SCR is an aftertreatment system which converts NOx in the exhaust stream into harmless gases. Modern diesels already
use exhaust aftertreatment systems, called diesel particulate filters (DPFs), to control emissions of another pollutant, soot
(also known as particulate matter). SCR works by injecting diesel exhaust fluid (DEF) into the exhaust. DEF is a solution of
ultra-pure water and urea. DEF works with the heat of the exhaust and a SCR catalyst to convert NOx into nitrogen and water
vapor - two harmless and natural components of the air we breathe. The end result is cleaner air, excellent fuel efficiency
and a reliable emissions control system for today's modern diesel engine.
W2031651
System Operation
1. Diesel engine optimized for high performance, low particle emissions and low fuel consumption.
2. Aftertreatment DEF tank.
3. The aftertreatment control module (ACM) continuously monitors and adjusts the DEF dosing rate.
4. DEF is injected into the exhaust gases in between the aftertreatment DPF (5) and the SCR catalyst (6).
5. Aftertreatment diesel particulate filter (DPF).
6. In the SCR catalyst, nitrogen oxides are transformed into harmless nitrogen gas and water.
Notes
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SCR Surface Temperatures
Position Thickness of
Heat Insulation
at exhaust temper-
ature of 350 °C
(662 °F) at the
SCR-muffler inlet
at exhaust temper-
ature 450 °C (842 °
F) at the SCR-muf-
fler inlet
Casing – all round Muffler filled with
insulation
75 °C (167 °F) 125 °C (257 °F)
End wall – in/outlet side 20 mm (0.78 in) 100 °C (212 °F) 150 °C (302 °F)
End wall – other side 20 mm (0.78 in) 125 °C (257 °F) 200 °C (392 °F)
Mounting strap area No insulation 225 °C (437 °F) 300 °C (572 °F)
The MACK SCR system is simple and effective, with few components. It consists of a aftertreatment DEF tank positioned
near the standard diesel tank, plus a aftertreatment DEF pump, aftertreatment DEF Dosing valve and a SCR catalyst. The
advantage of using DEF is that it enables the engine to use less exhaust gas recirculation (EGR) gases – and higher oxygen
levels – for better combustion, while meeting the EPA near-zero NOx emissions requirement of 0.2 g/hp-hr NOx. By using
DEF, we avoid the disadvantages of increasing EGR to massive levels. This results in better fuel economy from your MACK
engine.
W2055490 W2055491
W2116335
Vertical SCR, side inlet Vertical SCR, bottom inlet Vertical SCR, side inlet and outlet
W2055492 W2055493
Horizontal SCR, full size Horizontal SCR, compact size
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These 2017 GHG ClearTech One DPF/SCR surface temperatures were measured from a test vehicle in a controlled environ-
ment and are meant to be used as guidelines for mounting additional Customer equipment. These temperatures could vary
based on the application and operating environment of your specific vehicle.
W2117782
GHG ClearTech One DPF/SCR Surface Temperatures Conversion
Degrees Celsius Degrees Fahrenheit
120 248
160 320
175 347
180 356
200 392
250 482
260 500
300 572
340 644
400 752
415 779
440 824
480 896
540 1004
600 1112
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WARNING
Do not put diesel fuel in the aftertreatment DEF tank. Diesel fuel, if sprayed into the hot exhaust along with the DEF, could
ignite explosively causing a fire resulting in personal injury or damage to the exhaust system.
W3036787
Diesel Exhaust Fluid (DEF)
DEF is a reactant that's key to the SCR process. It's a nontoxic, ultra-pure solution of urea and ultra-pure water. Urea is a
compound of nitrogen that turns to ammonia when heated. The fluid is non flammable, and is not dangerous when handled
as recommended. However, it is highly corrosive to certain metals, especially copper and brass. Read the separate section
concerning the handling of DEF solution. Use only DEF that is clearly labeled as meeting ISO-22241 standards, and certi-
fied by the American Petroleum Institute (API). The container must display the API certification seal. Never use agri-
cultural or industrial grade urea. Use of fluids other than API certified DEF will compromise aftertreatment system
performance, increase emissions, and may impact your product warranties. Never dilute DEF with water or any other flu-
id. It is recommended that DEF not be stored in extreme hot or cold conditions, or for prolonged periods. Follow the instruc-
tions for proper storage and handling as indicated on the container or provided with the purchase.
Note: Agriculture mixtures are not pure enough for use in the SCR system and impurities in the solution will comprise the
SCR system.
Notes
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Diesel Exhaust Fluid (DEF) Handling
When handling DEF solution, it is important to prevent contact with electrical connections. There is a risk that the DEF will
cause oxidation that cannot be removed. Water or compressed air do not help, since DEF quickly oxidizes certain metal. If a
disconnected connector comes into contact with the DEF solution it must be replaced immediately to prevent the DEF solu-
tion from creeping further into the copper wiring.
CAUTION
When detaching hoses and components, do not spill DEF on disconnected or unsealed connectors. If DEF is spilled on a
disconnected or unsealed connector, the connector must be replaced immediately.
Things to know about spilled DEF
If DEF solution comes into contact with the skin: rinse with plenty of water and remove contaminated clothing.
If DEF solution comes into contact with the eyes: rinse for several minutes and call for medical help if necessary.
If inhaled: breathe fresh air and call for medical help if necessary.
Do not allow the DEF solution to come into contact with other chemicals.
The DEF solution is not flammable. If the DEF solution is exposed to high temperatures, it breaks down into ammonia and
carbon dioxide.
The DEF solution is highly corrosive to certain metals, including copper and brass.
If the DEF solution is spilled onto the vehicle, wipe off the excess and rinse with water. Spilled DEF solution can form concen-
trated white crystals on the vehicle. Rinse off these crystals with water.
Note: Do not flush DEF spillage into the normal drain system.
Notes
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Aftertreatment Diesel Particulate Filter (DPF)
CAUTION
Use of diesel fuel other than ultra low sulfur diesel (ULSD) and engine oils other than EO-O Premium Plus (or VDS-4), will
adversely affect performance, efficiency and durability of the aftertreatment DPF system and the engine, to the point
where the engine may not run at all. Manufacturer's warranties can also be rendered void due to usage of improper fuel.
Unapproved fuel additives (including engine oil) are NOT permitted. Blends of No. 1D and No. 2D grades of ULSD are rec-
ommended and allowable for cold weather.
The exhaust aftertreatment system virtually eliminates exhaust smoke. Exhaust vapor (water condensation) may be visible
during a cold start. If exhaust smoke is visible during engine start up , this indicates a problem with the exhaust aftertreatment
system. Take the vehicle to an authorized MACK Truck dealer immediately.
Vehicles equipped with a US2010 emission compliant engine have an exhaust aftertreatment system which includes a selec-
tive catalytic reduction (SCR) system and a catalyzed aftertreatment diesel particulate filter (DPF). The aftertreatment DPF
takes the place of the standard muffler, and it reduces soot and particulate emissions into the atmosphere. Soot and other
particulate matter are collected by a filter where it is eventually oxidized using a aftertreatment DPF regeneration process.
Vehicles equipped with a aftertreatment DPF require the use of EO-O Premium Plus (or VDS-4) specification high perform-
ance diesel engine oil and ULSD fuel.
W2030326
Notes
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