Paccar px 9 engine reviews

Paccar px 9 engine reviews DEFAULT
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  2. How bad are the early (2008) paccar px-8 engines?
    I’ve googled and can’t really find a whole lot about them for 2008. Anyone have some first hand experience?
    Never drove one. I do know a small family run reefer fleet here of about 30 units. They have been Peterbilt for two generations now. When talking about trucks he simply said quote, do not go near that engine!.
    So it is little wonder when looking at used trucks with that power in them, they are priced at giveaway prices. As for the last year or two, I could not say it they are ironed out. Maybe others on here can help you.
  3. Isn't the PX-8 just an ISC that has Paccar written on the valve cover?
  4. Isn't the PX-8 just an ISC that has Paccar written on the valve cover?
    I believe it’s either the mx or the px that’s a rebranded Cummins, but 2008 I believe is the first year of the dpf so I’m curious to see how those engines are. Truck I’m looking at has 270k miles on it.
    There’s another t300 I’m looking at that’s a 06 same miles but has a cat motor in it but trucks a bit more rusty than I’d like. Trying to decide which truck would be better but can’t go look at them currently due to covid 19
  5. That’s
    PX engines are re-branded cummins. PX9 is an ISC PX7 is a ISB.

    Probably needs a set of injectors, dpf cleaned and egr system cleaned. They were kinda bad for needing injectors and faceplugging the doc.
    What I figured, probably going to need emission stuff looked at, not sure I want to mess with that.
  6. That’s

    What I figured, probably going to need emission stuff looked at, not sure I want to mess with that.
    There's an old rule about throwing out good money after the bad. Buyer beware. Here's a little clip from a guy with hands on experience. Note what he says about the emissions system late in the video.

  7. Everytime I hear bad things about that motor it is always in an application were it is to small and working way to hard for the work it is asked to do.
    It’s in a hooklift truck, I just can’t find anything good about the engine, I just see people that say runaway from paccar but there’s got to be people that own theses trucks.
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    Spec'ing Tips for Medium Duty Trucks

    Kenworth T370

    KIRKLAND, Wash., July 24, 2015 – Medium-duty truck operators have heavy-duty expectations. Truck manufacturers are working to make it simpler for customers who want heavy-duty characteristics in traditional medium duty applications, including construction, refuse, liquid bulk, food and beverage distribution, highway maintenance, and fire and rescue. Companies that operate medium duty trucks seek a business solution that provides superior up-time, reliability and dependability. 

    “These three factors are especially important in their truck choices. Day-in and day-out, medium duty trucks are work trucks that must make timely deliveries, pick-ups, or service calls in order to satisfy their customers,” said Kurt Swihart, Kenworth marketing manager. “The challenge in spec’ing a medium duty truck is to find the right balance between over and under spec’ing to achieve the performance and reliability required to get the job done on a daily basis.”
    Here are five things to know about spec’ing a medium-duty truck for heavier weights and tough applications:
    1. More Horsepower and Torque Ratings
    A 9-liter diesel can produce a range of horsepower and torque ratings for applications that fall in between typical medium-duty and heavy-duty use with today’s engine technology and electronic controls.
    For instance, the PACCAR PX-9 has ratings from 260 to 380-hp and up to 1,250 lb-ft of torque. Features like replaceable wet liners, roller cam followers, bypass oil filtration, and targeted piston-cooling are decidedly heavy-duty, yet the engine’s displacement and weight are ideal for the Kenworth T370, T440 and T470 trucks, which can be spec’d as a light Class 8 or a heavier-duty Class 7. At the same time, it's important not to spec more power than you need.
    “Look at our Kenworth T370. Under most circumstances, the PACCAR PX-7 engine delivers plenty of power and torque for a Class 7 truck like the T370,” Swihart said. “It produces 200 to 325-hp with up to 750 lb-ft of torque from a 6.7-liter displacement, an excellent horsepower-to-weight ratio. With a bigger engine you’d start trading off fuel economy and weight.”
    2. Higher-Capacity Front Axles
    A lighter engine and higher-capacity front axle give you the ability to shift more weight to the front end and still have all the advantages of a short bumper-to-back-of-cab (BBC) measurement.
    “We offer 18,000- and 20,000-pound front axles on Kenworth T370s equipped with a PACCAR PX-9 engine, a response to bulk fuel distributors, construction, refuse, dump truck operators, and other customers who not only want a true medium-duty truck, but also the ability to distribute the weight of payload to the steer axle,” Swihart said.
    The heavier axle package comes with a heavy-duty, cross-brace-reinforced front frame assembly, bolted cross members, and either 10-3/4-inch frame rails or 10-5/8-inch frame rails with inserts. Iron hubs, drum brakes, and dual-power steering gears, along with a power steering cooler, are part of the spec.
    3. Operator-Friendly Transmissions
    Automatic and automated transmissions allow fleets to hit the “sweet spot” in terms of drivability and fuel economy. One example, Swihart said, is the 10-speed Eaton UltraShift PLUS, a two-pedal solution for Kenworth medium-duty trucks that dramatically widens the driver pool and reduces training costs. 

    Eaton UltraShift PLUS has an electronic clutch actuation system that enables quick shifts and clutch engagement regardless of engine RPM. It selects the right start gear and adapts shift decisions based on the driving environment so you get smooth automated shifting and vehicle launches.
    Automatic transmissions continue to evolve and grow in popularity in the medium duty segment. Allison’s FuelSense feature has electronic controls that automatically adapt shift schedules and torque, maximizing transmission efficiency based on load, grade, and duty cycle. “We offer a multitude of FuelSense options to best suit each customer’s need, either for greater performance or for a fuel economy focus,” said Swihart.
    4. Customized Approach
    The truck dealer, body builder, and truck OEM have exceptional resources available to help you customize your spec so your vehicle is set up exactly the way you want it and is productive from the start.
    “When you’re looking at truck and body suppliers, ask how the two communicate,” Swihart said. “Are they talking to one another and sharing ideas on a steady basis to make sure that the chassis and body come together as expected?”
    A generation ago this process involved drawings and body-builder manuals being sent across the country, with fingers crossed that there were no mistakes or missed connections to delay the process. If you want to see what your chassis would look like with a horizontal crossover DPF with a ground-dump tailpipe and compare it to a DPF under the right-hand side of the cab with dual tailpipes, it can be done on the screen.

    “Today, we’re sharing 3D CAD models that show crossmember locations, PTO locations and clearances, special frame drilling patterns, and other air, electrical, and emissions equipment on the frame,” Swihart said. “As a customer, you can visualize what your truck is going to look like right down to a fine level of detail before anyone drills the first hole.”
    5. Lower Total Cost of Ownership
    The biggest misconception about the medium-duty truck market is that you have to limit your choices or settle for a truck that’s not exactly what you need because price is an issue, Swihart explained.
    “Let’s face it, this is a price-conscious market,” he said. “But price is only one factor in the total cost of ownership. The lower-priced truck may be more expensive to operate over time compared to a truck that costs more at the outset, but is more durable, reliable, and better suited to the task at hand. The low-priced truck probably won’t hold its resale value, either.”
    Swihart’s advice to medium-duty truck owners: focus on the total lifecycle cost of the vehicle. Kenworth dealers can help you calculate a truck’s total cost of ownership, from the initial acquisition until it’s time to trade the vehicle in for a new one.
    Kenworth Truck Company is the manufacturer of The World’s Best® heavy and medium duty trucks. Kenworth’s website is Kenworth is a PACCAR company.

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    PACCAR Powertrains

    Founded in 1905, PACCAR Inc. touts itself as “a global leader in the design, manufacture and customer support of high-quality premium trucks.” Even if you are not aware of the name of their company, it is unlikely you do not know the names of their most popular brands in North America: Kenworth and Peterbilt trucks. In all of their heavy-duty trucks are PACCAR powertrains, comprised of axles, a transmission, and most importantly, an engine. 

    Engine Types

    There are currently four types of truck engines PACCAR proudly manufactures, all labeled based on the number of liters each engine can hold in its piston cylinders.



    The most basic of the four PACCAR truck engines, what the PX-7 lacks in raw power it makes up for in endurance and dependability.

    First, the performance statistics: the PX-7 is a little thing, with eleven variations ranging from 200 horsepower to 360 horsepower, and peak torque ratings from 520 to 800 pound-feet. The most powerful version of the PX-7 is weaker than the weakest variation of MX-13, and PACCAR themselves suggest the PX-7 for use with medium-duty vehicles only.

    This is far from saying that the PX-7 is worthless. At a dry weight of under 1,200 pounds, this engine is much lighter than most, minimizing fuel consumption.

    PACCAR prides itself in the PX-7s durability, so much so that they offer a warranty at 3 years, unlimited miles. It is hard to beat infinite miles. PACCAR also offers extended warranties for the length of time the engine is covered.

    Another convincing perk of the PX-7 is its maintenance simplicity. While other engines have a list of maintenance intervals for parts depending on what percentage of use is idling, the driver and fleet owner only need to remember 15-15-200: 15,000 miles for the fuel filter, 15,000 miles for the oil and filter, and 200,000 for the Diesel Exhaust Fluid (DEF) filter.

    While putting a PX-7 in a class 8 truck might not perform to expectations, its fuel economy, long life, and simplicity make it the perfect engine for any smaller trucks in your fleet.


    • Configuration: Inline 6-Cylinder
    • Bore X Stroke (MM): 107 x 124
    • Displacement: 6.7 Liters
    • Dry Weight: 1,151 Lbs.
    • Oil System Capacity: 18 U.S. Quarts
    • Horsepower: 200-360 HP
    • Peak Torque: 520-800 LB.-FT.
    • Governed Speed: 2600-2800 RPM
    • Clutch Engagement Torque: 400 LB.-FT at 700 RPM.
    • Base Warranty: 3 Years/Unlimited Mileage.

    For more information on the PX-7, check out the specification sheet PDF



    The stronger brother of the PX-7, PX-9’s main advertising point is its power-to-weight ratio. Its eleven variants range from 260-450 horsepower, with peak torque ranging from 720-1250 pound-feet at comparable revolutions per minute (RPM).

    The higher-end variations are fit for heavy-duty trucks, but even if your fleet is medium-duty, the lower end PX-9s have features that are normally reserved for heavy-duty trucks, such as replaceable wet liners on its cylinders and bypass oil filtration. It’s the best of both worlds!

    The maintenance schedule on the PX-9 is very similar to that of the PX-7, but if the engine has a coolant filter equipped, the formula becomes 15-15-15-200. Unlike the PX-7, however, the PX-9 has a much more limited warranty of 2 years and 250,000 miles, but they do offer plan extensions.

    The PX-9 is truly a middle-of-the-road engine. If you want a medium-duty truck to have the extra “oomph” of a heavy-duty truck, or a heavy hauler to have some of the simplicity of a medium-duty engine, the PX-9 variations are a great fit for your business.


    • Configuration: Inline 6-Cylinder
    • Bore X Stroke (MM): 114 x 145
    • Displacement: 8.9 Liters
    • Dry Weight: 1,695 Lbs.
    • Oil System Capacity: 24 U.S. Quarts
    • Horsepower: 260-450 HP
    • Peak Torque: 720-1,250 LB.-FT.
    • Governed Speed: 2100-2200 RPM
    • Clutch Engagement Torque: 500 LB.-FT at 700 RPM.
    • Base Warranty: 2 Years/250,000 Miles.

    For more information, check out the PX-9 specification sheet PDF.



    For the fleet manager, the MX-11 is a great choice. It has remote diagnostics to help those at the top detect problems before they become a major inconvenience, minimizing downtime at every step of the trip. If this does not sound reassuring, PACCAR stands behind this engine with a 2 year, 250,000 mile warranty, with extended warranty plans available.

    The MX-11’s variations range in horsepower from 355 to 430, with torque ranging from 1250 to 1650 lb-ft at 900 RPM. 

    While the MX-11 has a much more complicated maintenance schedule in terms of different forms of use, maintenance is overall less common than for its PX counterparts. At the absolute heaviest use, the fuel and oil filters will need replacement at every 30,000 miles, meaning less time in the shop and more time driving.


    • Configuration: Inline 6-Cylinder
    • Bore X Stroke (MM): 123 x 152
    • Displacement: 10.8 Liters
    • Dry Weight: 2200 Lbs.
    • Oil System Capacity: 39 U.S. Quarts
    • Horsepower: 355-430 HP
    • Peak Torque: 1250-1650 LB.-FT.
    • Governed Speed: 2200 RPM
    • Clutch Engagement Torque: 737 LB.-FT at 800 RPM.
    • Base Warranty: 2 Years/250,000 Miles.

    For more information, check out MX-11’s specification sheet.


    If you hate shopping for engines, the MX-13 is the engine for you. While this PACCAR MX engine only has a warranty for 2 years and 250,000 miles, PACCAR has tested it to have a B10 design life of one million miles: this means that there is a 90% chance the engine will be able to travel across the continental United States over 300 times without requiring a major overhaul. It also comes with the remote diagnostics found in the MX-11 to better ensure engine lifespan.

    The MX-13 has eight variations, ranging in 405 horsepower to 510 horsepower, with peak torque ranging from 1450 to 1850 lb-ft.

    The maintenance schedule is parallel to its smaller brother, the MX-11. Running it in the harshest conditions will require fuel and oil filter changes ever 30,000 miles, but normal use can up the range on these changes to 75,000 miles.


    • Configuration: Inline 6-Cylinder
    • Bore X Stroke (MM): 30 x 162
    • Displacement: 12.9 Liters
    • Dry Weight: 2600 Lbs.
    • Oil System Capacity: 24 U.S. Quarts
    • Horsepower: 405-510 HP
    • Peak Torque: 1450-1850 LB.-FT.
    • Governed Speed: 2200 RPM
    • Clutch Engagement Torque: 937 LB.-FT at 800 RPM.
    • B10 Design Life: 1,000,000 Miles
    • Base Warranty: 2 Years/250,000 Miles.

    Paccar MX-13

    More details are available at the MX-13’s specification PDF.

    Transmission Types

    PACCAR powertrains come with only one type of transmission.

    12-Speed Automated

    Built for MX engines but also compatible with the PX engines, the 12-Speed is extremely durable. PACCAR stands by their transmission with a five year, 750,000 mile warranty for the transmission and 3 year, 350,000 mile warranty for the clutch. It is made of durable aluminum to minimize weight.

    Maintenance intervals are rare and simple. Simply change the transmission oil every 750,000 miles, and you’re done! The clutch requires no maintenance.


    • Gears: 12 forward, 2 reverse
    • Lower cruise speed limit: 1100 RPM
    • Torque capacity: 1850 pound-feet
    • Oil capacity: 16 pints
    • System weight (transmission, clutch, and oil): 657 pounds
    • Maximum operating weight: 110000 pounds
    • PTO maximum operating weight: 8 bolt, bottom mount, 95 horsepower
    • Burnup protection: Oil pressure sensor
    • Transmission warranty: 5 years / 750,000 miles
    • Clutch warranty: 3 years / 350,000 miles


    • 1st: 14.43
    • 2nd: 11.05
    • 3rd: 8.44
    • 4th: 6.46
    • 5th: 4.95
    • 6th: 3.79
    • 7th: 2.91
    • 8th: 2.23
    • 9th: 1.70
    • 10th: 1.30
    • 11th: 1.00
    • 12th: 0.77
    • Reverse 1: 16.92
    • Reverse 2: 12.95
    • Overall: 18.85

    PACCAR Transmission

    For more details, check out its specification sheet.

    Axle Types

    PACCAR has two axle types based off weight rating: 20K and 40K.

    20K Front Axle

    Designed for vocational use, the 20k Front Axle is made from robust forged steel beams, giving it a lightweight design that increases fuel efficiency. Compatible with either front air disc brakes or drum brakes, the 20k Front Axle certainly has a place in your vocational operations.


    • Weight ratings: 20,000 and 22,000 pounds
    • Available with front suspensions rated from: 16,000-22,800 pounds
    • Warranty: 5 years / 750,000 miles

    PACCAR has more information at the spec sheet.

    40K Tandem Axle

    PACCAR says this is the industry’s “premier line haul axle.” Its advanced design allows it to be lighter without compromising on efficiency; PACCAR says they saved 150 pounds through their methodology.


    • GCW: 80,000 pounds
    • GAWR: 40,000 pounds tandem
    • Ratio range: 2.47 to 3.70
    • Straight torque rating: 1,650 pound-feet
    • Multi-torque rating: 1,850 pound-feet
    • Warranty: 5 years / 750,000 miles

    40K Axle

    Here is the relevant spec sheet for the 40K Tandem Axle.


    Two of the largest consistent expenses of trucking are diesel fuel and maintenance. Whichever of the two you dislike more, PACCAR has a powertrain solution for your truck(s) to reduce those expenses as low as possible.

    PACCAR has researched extensively into reducing powertrain weight, insisting that a powertrain with an MX-13 engine saves 500 pounds in total. This, combined with the durability and lower maintenance intervals should reduce the twin expenses of fuel and maintenance to make PACCAR powertrains a worthy investment.


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    Fill out the contact form or give us a call at (866) 627-6644. One of our truck financing specialists will contact you as soon as possible to go over your truck lease needs and learn more about you and your business financing goals.

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    Mi experiencia con el motor paccar

    Kenworth Adds Informative Brochures For New PACCAR PX-7 and PX-9 Engines

    Kenworth has produced informative brochures on the new PACCAR PX-7 and PX-9 engines developed to meet the Environmental Protection Agency (EPA) regulation requiring all model-year 2013 engines be equipped with On-Board Diagnostics (OBD). OBD is designed to monitor the performance of the vehicle's emission system to help detect emission issues, recognize component faults, and ensure optimal performance.

    PX-7 Brochure Cover

    The 6.7-liter PACCAR PX-7 delivers superior performance, minimizes operational costs and maximizes uptime for medium duty customers. The engine has a standard base warranty of 2 years with no mileage limit.

    The 8.9-liter PACCAR PX-9 possesses one of the highest power-to-weight ratios in its class with heavy duty features such as replaceable wet liners, roller cam followers, bypass oil filtration and targeted piston-cooling. The engine has a standard base warranty of 2 years or 250,000 miles, whichever comes first.

    PX-9 Brochure Cover

    Both the PACCAR PX-7 and PACCAR PX-9 brochures feature detailed engine horsepower, torque and governed rpm ratings. Charts map horsepower and torque versus engine speed (rpm). A detailed specifications list and maintenance intervals for oil and filter, diesel exhaust filter (DEF) filter and fuel filter are included.

    The PACCAR PX-7 engine is available for Kenworth's medium duty conventional and cabover line-up. The engine offers ratings of 200 to 325-hp and up to 750 lb-ft of torque for the Kenworth T170, T270 and T370. For the Kenworth K270 and K370 cabovers, PACCAR PX-7 ratings are 220-hp /520 lb-ft, 240-hp/560 lb-ft and 250-hp/660 lb-ft.

    The PACCAR PX-9 engine is available for Kenworth medium and heavy duty trucks, including the Kenworth T270, T370, T440, T470 and W900S. The PACCAR PX-9 offers ratings from 260 to 380 hp and provides up to 1,250 lb-ft of torque. The engine delivers the durability and efficiency necessary to help lower operating expenses, reduce maintenance and increase productivity. 

    The engine brochures are available from your Kenworth dealer.

    Kenworth Truck Company is the manufacturer of The World's Best(R) heavy and medium duty trucks. Kenworth is an industry leader in providing fuel-saving technology solutions that help increase fuel efficiency and reduce emissions. The company's dedication to the green fleet includes aerodynamic trucks, compressed and liquefied natural gas trucks, and medium duty diesel-electric hybrids. Kenworth is the only truck manufacturer to receive the Environmental Protection Agency's Clean Air Excellence award in recognition of its environmentally friendly products. In addition, the fuel-efficient Kenworth T700 equipped with the low-emission PACCAR MX engine was named the 2011 Heavy Duty Commercial Truck of the Year by the American Truck Dealers. Kenworth also received the "Highest in Customer Satisfaction with Heavy Duty Truck Dealer Service, Two Years in a Row", according to the J.D. Power and Associates 2011-2012 Heavy Duty Truck Customer Satisfaction Studies(SM). Kenworth's Internet home page is at Kenworth. A PACCAR Company.


    Px 9 engine reviews paccar

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    Paccar PX-9 Engine Assembly

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