Mack emis­sions at­tack

Power in­crease comes de­spite a blitz on pol­lu­tion, writes James Stan­ford

Herald Sun - Motoring - - Big Wheels -

MACK has em­braced Se­lec­tive Cat­alytic Re­duc­tion technology for its 2011 truck range.

The iconic brand, which as­sem­bles its trucks at a Bris­bane plant owned by its par­ent com­pany Volvo, has switched from Ex­haust Gas Re­cir­cu­la­tion to SCR for its Metro Liner, Gran­ite and Tri­dent mod­els to best meet the new emis­sion stan­dards.

The 13-litre MP8 en­gines have been up­graded, there’s some mi­nor vis­ual changes in­clud­ing mod­i­fied fuel tanks, new power-out­put badges, the op­tion of a new trans­mis­sion and op­tional tougher axles.

The move to SCR brings a range of ben­e­fits, in­clud­ing lower op­er­at­ing tem­per­a­tures and an in­crease in power. There is a down­side though: op­er­a­tors will have to fill up with AdBlue, a urea-based liq­uid used to trig­ger the chem­i­cal re­ac­tion that treats the ex­haust gases.

The new ADR emis­sions stan­dards, which trucks built af­ter De­cem­ber 31 must meet, would have meant a power and torque cut had Mack stuck with EGR on its MP8 en­gine.

Mack has also in­tro­duced an au­to­mated man­ual trans­mis­sion, the mDrive. It uses the same ba­sic hard­ware as the Volvo au­to­mated man­ual, with its own spe­cialised soft­ware. De­vel­oped to work with the MP8 en­gine, the mDrive trans­mis­sion is a 12-speed, two-pedal unit. You don’t need to use a clutch to set off or stop.

Mack says the gear­box in­creases pay­load and cuts fuel con­sump­tion by work­ing with the en­gine’s com­puter to se­lect the best gear for the driv­ing sit­u­a­tion.

The Mack Gran­ite, de­scribed as a no-non­sense all-rounder, is avail­able with a 368kW ver­sion of the MP8 en­gine which Mack says is class-lead­ing and ‘‘enough for the hard­est con­struc­tion jobs’’.

Along with the larger Tri­dent, the Gran­ite is avail­able with Mack’s own op­tional tough new 150/151 tan­dem drive axles. Mack says that these axles, which are rated to 20 tonnes and come with driver-con­trolled diff locks, pro­vide ‘‘the ul­ti­mate trac­tion in the mud­di­est con­struc­tion sites’’ but in­sists they are also civilised on the high­way.

The Tri­dent, which is used for con­struc­tion and road ap­pli­ca­tions, has an up­graded MP8 en­gine that gen­er­ates 399kW.

Mack has worked to fit the AdBlue stor­age tank with­out com­pro­mis­ing the ground clear­ance. To do this it has in­tro­duced L-shaped fuel tanks to make bet­ter use of the avail­able space. It says the Tri­dent has enough AdBlue and fuel tank ca­pac­ity to be able to cover all the pop­u­lar east coast routes with­out re­fu­elling.

Mack has also made the cabin more com­fort­able by in­stalling an Isri Big Boy seat as stan­dard.

The 2011 Metro Liner gets SCR technology but uses a Cum­mins ISL en­gine. It gen­er­ates up to 298kW and is linked to the lat­est Al­li­son au­to­matic trans­mis­sion.

Mack’s big daddy trucks, the Su­per Liner and Ti­tan, both run the Cum­mins en­gines only. The Cum­mins ISX/Sig­na­ture pow­er­plants use Ex­haust Gas Re­cir­cu­la­tion with a lo­cally en­gi­neered Cum­mins diesel par­tic­u­late fil­ter.

Both of these are avail­able with out­puts of 410kW and 448kW.

Big Wheels un­der­stands Mack is look­ing to add a ver­sion of the Mack MP10 as an al­ter­na­tive to the big Cum­mins en­gines.

On the move: the 2011 Mack Tri­dent has an up­graded MP8 en­gine that gen­er­ates 399kW.

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