Volvo 780 or 670 Which engine?

I have liked the Volvo engines.

 

I can not speak for the Volvo brand engine but we have run many Cummins and a few ISX and have had great luck, we recently sold a Freightliner Classic with 1.3 on it without an inframe and was going strong.

 

I have a 2009 Volvo 780 with the Cummins ISX 400 engine and autoshift transmission and it has 762,000 miles. The repairs we have had have all been either a/c or emissions related. The stupid thing is going into regen continually. It has an appointment with a Cummins tech in two weeks. We love the truck and would buy (actually WILL buy) one again.

 

my red global warmer


Volvo 2008 780, original Eaton 13 manual , original Volvo D13 motor 1,156,000 miles still running great 8-9+ mpg; I know many O/O here at Celadon with Cummins motors on 780s/ Internationals, 2008 and older, we got better luck with this Volvo motor.

 

I own a 2007 Volvo 780, D12 engine, Eaton Fuller 10 spd auto-shift, 792k miles, had it since late 2011 at 593k miles. Very nice truck, good ride, well equipped, plenty of room. As far as reliability, Volvo vs. Cummins engine isn't an easy call. From the time I've spent in shops talking to mechanics and service writers, waiting in the lounge talking to other drivers, they all have issues. No avoiding that. But with Cummins many of the parts are going to be cheaper. Like the dreaded EGRs, the Volvo D12 has 2, rebuilt ones cost around $1500-just the part. Cummins only has one from what I was told, and it costs much less, like half if I remember correctly. Same thing with the EGR coolers and turbo. So, in mine and many other people's opinion you may save some considerable dollars on parts with a Cummins but you will still spend time in the shop. Older trucks are older trucks. They all have problems, no matter what any "super trucker" tells you. As far as the transmission goes, I have an auto-shift. Not an automatic. It is technically a standard transmission, but the shifting is controlled by the computer. You only use the clutch when stopping and starting. I like it and hate it at the same time-long story. I started out on 10 spd manuals and drove em for a few years. But I have had absolutely no trouble with my auto-shift this whole time. The automatics however have only two pedals like a car. They use what's called an inertia brake when stopping and starting. From what I've heard and read on this forum they seem to be more problematic. So, I guess my opinion would be go with a Cummins engine, and if you want an auto tranny go with the auto-shift. 780 vs. 670? Definitely go with the 780! Much more room, more storage, bigger bed, windows rather than those tiny little vents in the sleeper. Many, like mine, come with large built in refrigerators and inverters with standard household outlets built into the areas where you put your TV and microwave. I drove a 630 (midroof version of 670) for a few months at the Oakley tanker outfit out of Florida. It was like being stuck in a little tin can compared to my 780, even the midroof Cascadia I drove at Prime was huge inside compared to that little 630.

 

My Dad Have a volvo 670 with a volvo VED12 and he said the engine is great, he is making 6 to 7.5 MPG loaded, he have no complains about it so far

 

D12D go two expencive EGR vaves. but if you block EGR valves, it keeps running

 

I drive what you want. Red Volvo 780 2013 model with about 170,000mls so far. It has the 500hp Eco torque engine, I-Shift transmission and 3:36 rears. The I-Shift is an automated transmission. Manual with clutch and no torque convertor. You only have two pedals and it drives like an automatic transmission since the computer clutches for you. If you get the I-Shift make sure you get the premium shifter and programing for the transmission. The transmissions are all the same and the difference is in the shifter and programing. With the premium shifter you have an optional push button to switch between economy and power. I used it all the time when pulling hills. In the power setting the shift points change and the transmission will down shift earlier and will hold a gear longer. It also will have an feature called Eco-Roll that when coasting will take the transmission out of gear and drop the engine to an idle. It is amazing how much coasting you can do in a truck. I also love the cruise control and cruise brake option that Volvo offers. You can set your speed, engine brake and the truck will do the rest. On a side note you have to keep a 3 mph difference between speed and engine brake to keep the eco roll feature engaged. That at times can be a challenge in the hills since you pick more speed than set.

Here are some mpg I see running primarily between WA and CA with all the hills. I have seen 9.0mpg on light LTL loads going to CA. I have seen 10.6mpg running empty going from Riverside to the coast at night missing LA traffic. I see 8.0mpg to 8.2mpg steadily when taking a light load to CA and coming back with a heavy produce load to WA at 76,000lbs and more. I usually do not baby the truck up the hills and could probably save a lot more fuel. The last couple of loads have been closer to 7.0mpg to 7.2mpg since I haul onions from OR to CA and produce back to WA. I am between 79,000 and 80,000lbs and a lot more idle time due to the heat and long waits at the packing places.

Some of the built in features are the work station with upper bunk, invertor, fridge and lots of storage cabinets.

Warranty issues so far: Radiator, starter and traction control system issues. TCS has been down twice and is currently broken again. First time it was reprogrammed, second time they replaced a wheel sensor. It will need to go to the shop soon anyway to get a chin lift after I fell victim to an attempted insurance scam. Cut in front off a big truck and slam on the brakes.

You can read about that here: http://www.thetruckersreport.com/tr...dvice/222629-why-we-all-should-have-dash.html