International Prosatar/Maxxforce: Worthless junk!!!

I've been told that my windshield leak was actually in the top as you said. I don't really notice much wind noise during crosswinds but I can sure feel them more than my old T2000. Also there have been a lot of problems with the A/C's going out and now they have a recall out for it. Next time I go home its getting all that stuff done at International. Also have to stop into TK, found some minor coolant leaks around the water pump on my TriPac.

 

We had all sorts of A/C problems this past year...I wonder if our shop guys know about the recall?

 

So far it seems like all the engines that have originated in Europe that have come over hear haven't been all that great. They don't compare to a Cat, Cummins, or pre DD series detroit. I wonder how that Paccar MX will compare to the maxxforce and MBE?

 

I've only ever run the ISX and the Volvo D12. Our trucks were ordered with 400-435hp with nothing held back. For the most part, I can run a hill as fast as the next guy. They don't want us running over 1900 rpm but these ISX engines don't really need to, I just keep it at about 1400-1600 climbing the hills. The 13 speed helps. The D12 is definitely gutless compared to the ISX but it may also be a matter of RPM and I'd really like to see what a 670 w/ D12 465 and a 13 speed would do. All of our '08s are D12 400 hp with Eaton 9 speeds. Our '09s are all ISX.

On a different note, where are you guys at on fuel mileage? Like I said earlier I've got a 2011 ProStar Limited, ISX 435, Eaton 13 speed, 3.55 rear end (I believe), 22.5 Michelin XDA Energy duals, at 65mph running at 1475 rpm in 8H, and running everywhere, pulling 53' reefer (heavy). Current odometer reading 37,737 miles. Since new I've been pretty steady at 6.8mpg.

 

I have both of these problems! Thank for the info!

 

I was in my prostar for only 9 days before the first break down. Its been at the international dealer since monday. Apparently the wiring for the dpf had already corroded basically cutting power to the engine because it was making the ecu think the filter was full. They fixed that including some sensor and now the #### thing still wont run right. Shop foreman said the ecu isnt recognizing the new parts. Who knows when Ill be back driving...

 

Ya, i have been seeing this issue here latley. Dielectric grease at the main DPF sensor harness connector has to be applied to prevent the corrosion. What are you having low power? Check engine light still on? EGR codes will cause it go into derate at times and the egr valve may need to be adjusted. Also low air psi to the boost control solenoid valve or a failed bcs could be causing low power and driving up egts to compensate for low boost. This one will never really throw a code, expect for egt1 or egt2 temp high with out regen.

 

We are finding these engines are corroding very early in life. Bolts, fittings, clamps, whatever, they are rusting, corroding and seizing alarmingly fast. I have worked on engines that are only 1 year old, and breaking bolts because they are rusted and seized already! The wire harnesses aren't much better. A little dielectric grease goes a long way!

 

>>So far it seems like all the engines that have originated in Europe that have come over hear haven't been all that great. They don't compare to a Cat, Cummins, or pre DD series detroit. I wonder how that Paccar MX will compare to the maxxforce and MBE?<<

Yes, what else can compare to a Cat?? ACERT warranty so high they tuck there tail between there legs and abandin the truck market and altogether??

 

They were actually smart about it. They basically told the EPA to shove it and keep their green CARB crap. They are re-entering the market though with their own trucks now.