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turbine
Active Member
United States
49 Posts |
 Posted - 02/28/2011 : 11:46:29 AM
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Hi, Has anybody's fleet racked up some miles on this engine platform yet?
Has it been reliable  !!!
What kind of fuel mileage are you getting with a 72 pass conventional?.
Is the engine power still good ? (220hp).
The bus bids are in and the I/C people are pushing this engine hard even offering to cover it with a full 10 year warranty to get it back into my fleet.
I have stayed away from the I/C V-8 engine platform after the VT-365 mess  .
Thanks
Turbine...
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Trailboss
Senior Member
United States
196 Posts |
Posted - 02/28/2011 : 12:25:35 PM
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| We have an 09 that just turned over 70 thousand miles. We have not had any problems wth it at all. Our last purchase was a 2011 it is just now turning over 10,000 miles and no problems with it either so far. |
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Royse City ISD
New Member
3 Posts |
Posted - 03/01/2011 : 04:07:35 AM
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| I have an 09 with 49k no problems at all, a 10 with almost 30k had an issue with a leaking fuel bowl and 3 others all under 20k with no problems either |
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Bassman
Top Member
USA
558 Posts |
Posted - 03/01/2011 : 04:12:01 AM
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| As a fleet with a bunch of VT365 junk, I understand your hesitation. (I have 2 EGR cooler jobs going right now.) But I hear really good things about the Maxxforce 7 from a performance and reliability standpoint. One thing to look at is the service interval though. From the info I have, the service interval is at 10,000 instead of 15,000 like the DT and the competitors. |
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Fastback
Top Member
1500 Posts |
Posted - 03/01/2011 : 04:14:57 AM
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We have 2 and we are happy with them.
We havn't bought an inline engine in an International conventional bus since 1994 and have no regrets.
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Why yes, the ORIGinal CHARGER is a Fastback |
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sambrutay
Advanced Member
United States
271 Posts |
Posted - 03/01/2011 : 05:34:01 AM
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| With 215 in our fleet, for the most part the MAX7 has been a reliable engine. We average 6.84 miles per gallon on mostly inner city routes. We have had this engine from 2007 thru current. Miles vary from 90 thousand miles and down. Biggest problem with the 2007 emissions engine is fuel in the oil. Some times as much as 6 qts overfull. Continuing problem! 2010 emissions engine is new to us, very few miles on these and no real problems yet. |
Bruce |
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Newman
New Member
7 Posts |
Posted - 03/01/2011 : 2:48:43 PM
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| Has anyone had EGR cooler or oil cooler issues like the 365? |
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Fastback
Top Member
1500 Posts |
Posted - 03/02/2011 : 05:38:20 AM
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quote:
Originally posted by Newman
Has anyone had EGR cooler or oil cooler issues like the 365?
Its not possible to have the cooler issues with the MaxxForce 7 "like the VT365" because the cooling systems are plumbed differantly.
The VT365 was packaged so as to fit in an E series Ford van, the good news is, those design restrictions no longer exist. |
Why yes, the ORIGinal CHARGER is a Fastback |
Edited by - Fastback on 03/02/2011 05:39:21 AM |
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turbine
Active Member
United States
49 Posts |
Posted - 03/02/2011 : 11:38:51 AM
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Thank you for all the replies on the Max Force 7.
The other companies are offering the Cummins ISB-220. 13 ISB engines have been in my fleet with no problems. 6 of them use DEF,
Thanks again
Turbine |
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bluebirdvision
Top Member
USA
1081 Posts |
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BBInt.10
Top Member
USA
1042 Posts |
Posted - 03/02/2011 : 5:21:06 PM
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| Do your drivers have a preference as to which body they prefer? My company sold off most of its VT-365's and have been replacing them with Cummins powered Visions. The 365 was a complete headache for the mechanics, and they much prefer the Cummins, which have been overall very reliable. But as drivers, we miss the IC bodies. It's good to hear that International seems to have gotten it right with the Maxxforce 7, and that they're standing behind it with a good warranty. I'll keep my fingers crossed for another IC next time my bus comes up for replacement. |
If all your problems are behind you... you must be a school bus driver. |
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mastertech
Advanced Member
274 Posts |
Posted - 03/03/2011 : 1:36:21 PM
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| I still question the first version maxxforce 7 with the oil dilution issue. I dont see bearings and seals making it for the long haul with that much diesel in the oil. The second version with the twin turbos has eliminated that issue so they might have a fighting chance. |
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Fastback
Top Member
1500 Posts |
Posted - 03/04/2011 : 05:34:10 AM
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quote:
Originally posted by mastertech
I still question the first version maxxforce 7 with the oil dilution issue. I dont see bearings and seals making it for the long haul with that much diesel in the oil. The second version with the twin turbos has eliminated that issue so they might have a fighting chance.
We don't have fuel dilution in our oil on the 2007 emission MaxxForce 7s but we don't do much putting around town and don't run bio diesel either.
But please tell me how the twin turbo 2010 emission version has eliminated a fuel in the oil issue? |
Why yes, the ORIGinal CHARGER is a Fastback |
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Wolf0r
Top Member
USA
2181 Posts |
Posted - 03/15/2011 : 08:56:31 AM
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quote:
Originally posted by bluebirdvision
Keep ordering the Cummins
Are you going to share any of that Bus Porn (photos) from the Bluebird factory? |
“The good thing about science is that it's true whether or not you believe in it.”
Neil deGrasse Tyson |
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JustinB
Advanced Member
United States
490 Posts |
Posted - 03/15/2011 : 09:14:21 AM
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quote:
Originally posted by Fastback
quote:
Originally posted by mastertech
I still question the first version maxxforce 7 with the oil dilution issue. I dont see bearings and seals making it for the long haul with that much diesel in the oil. The second version with the twin turbos has eliminated that issue so they might have a fighting chance.
We don't have fuel dilution in our oil on the 2007 emission MaxxForce 7s but we don't do much putting around town and don't run bio diesel either.
But please tell me how the twin turbo 2010 emission version has eliminated a fuel in the oil issue?
I know that you mentioned the '10 DT product went away from in-cylinder dosing for the DPF. Did they do the same thing for the 7? Judging by the FSAs, in-cylinder (over?) dosing seemed to be the source on the EPA '07 versions. |
I may not know the answer but I can usually find who does. |
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Fastback
Top Member
1500 Posts |
Posted - 03/15/2011 : 09:22:16 AM
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quote:
Originally posted by JustinB
quote:
Originally posted by Fastback
quote:
Originally posted by mastertech
I still question the first version maxxforce 7 with the oil dilution issue. I dont see bearings and seals making it for the long haul with that much diesel in the oil. The second version with the twin turbos has eliminated that issue so they might have a fighting chance.
We don't have fuel dilution in our oil on the 2007 emission MaxxForce 7s but we don't do much putting around town and don't run bio diesel either.
But please tell me how the twin turbo 2010 emission version has eliminated a fuel in the oil issue?
I know that you mentioned the '10 DT product went away from in-cylinder dosing for the DPF. Did they do the same thing for the 7? Judging by the FSAs, in-cylinder (over?) dosing seemed to be the source on the EPA '07 versions.
AFAIK the 2010 epa MaxxForce 7 still uses in cylinder dosing.
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Why yes, the ORIGinal CHARGER is a Fastback |
Edited by - Fastback on 03/15/2011 09:27:59 AM |
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JustinB
Advanced Member
United States
490 Posts |
Posted - 03/15/2011 : 12:05:49 PM
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| Hmmm. I find IC's continuation of in-cylinder dosing a bit .... suprising. |
I may not know the answer but I can usually find who does. |
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Fastback
Top Member
1500 Posts |
Posted - 03/15/2011 : 1:41:57 PM
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quote:
Originally posted by JustinB
Hmmm. I find IC's continuation of in-cylinder dosing a bit .... suprising.
 I believe I read that Ford claims the CGI engine block on their new 6.7 Powerstroke helps allow them to use in cylinder dosing because of more stable cylinder walls. Don't know about that claim but the 2010 EPA Maxx 7 also uses a CGI engine block.
Ok, I searched and this is the quote I remembered from the Ford engineer mentioning the advantage of their engine block made of CGI material;
"The 6.7L is more efficient from a base engine design perspective. Migrating to the CGI block material from grey iron results in much less cylinder bore distortion as well. DPF regeneration impact on oil has also been reduced significantly by using fewer "active" DPF regen cycles (post injection) in favor of "passive" regen.
The end result is far less fuel in oil dilution under most operating conditions. Extended idle and low speed stationary power applications can accelerate fuel in oil percentages over time to some extent. Truck operation at moderate highway speeds will keep this in check."
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Why yes, the ORIGinal CHARGER is a Fastback |
Edited by - Fastback on 03/16/2011 04:10:11 AM |
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V-8 Max Force 7
