Not to mention Its the Torque down side If you ever watch a truck pulling a heavy load up a steep hill its always lower on that side! 

650 splitting  hairs

YUP!    MUT or  Heinz 57!!  Maybe!

You need yo pull the Pan again and pressure up the cooling system and look!

Possible causes Liner leakage also plugs in the head can leak There was a cavitation issue with the water pump /front cover at one point but I'm not sure if it related to the AC engine or not!

NOT Too much hope for that !

8 hours ago, Mack Technician said:

If it is the 2000 they are talking about breaking the centering stud for the yoke bridge. They set the bridge adjustment wrong during the cam repair or it was fatigued by the cam failure and now just gave up the ghost or it's just plan worn out from 17 years of hard labor. Mack has a procedure for removing those. It was an issue. Find out what cylinder had the cam failure vs what cylinder lost the centering stud. You need to know that fact if the hair starts flying. If the cam failure did not occur on the same cylinder that lost the stud you have a point to make.

Also you may have entered a Vicious  circle here  if this failure has again taken out  yet another lifter  or fractured it to fail a month or two from after were up and running again! Catch 22! in both cases! The Question posed by Mack Tech is only a weak at best argument !How were they to see a fractured yoke pin would you have been willing to replace a head that MAY or May not be compromised ? Like Kevin said I feel your pain Hopefully They will come to the party for sum of it anyway! 

Have they come up with any other rear shaft improvements since 2010 (other than the high torque output shaft for cummins)? I don't see any.

Wouldn't call that  an improvement That output shaft CHANGE caused nothing but grief ! Of it ain't broke don't fix it! Kind of like the three bolts on the spur shaft If ya got a good idea don't mess with it!

WE have had DRL for ever in canada ! No big deal!

And yup My Honda CRV no body can sit there either same scenario !

But  just thought I'D fly this out there! With All the hoopla over cell phones and distracted driving Bla Bla Bla! But literally  ALL the Auto makers Are putting in dash distractions in the dash now and its ALLOWED I'd much rather have someone Talking on a cell phone , than texting or looking at GPS and the like on the dash-mounted computer screen! They are creating more stupid people enabling  them in art of stupidity by putting this crap in the dash! Half of them are barely looking over the hood!

nope

23 hours ago, Mackpro said:

5 years is the max on policy/goodwill warranty. The dealer has to contact the Mack District Service Manager and plead your case to try to get you help. Each DSM only has so much money to spend per quarter on policy/goodwill claims. Plus it's lots of paperwork for the dealer and also dealer only makes 10% on parts markup. 10-15 years ago it was some what easy to get it approved. Now it's 2 hours of paperwork for the dealer and low markup on parts . The dealers just don't try to hard any more. We only do about 4 or 5 claims a year now. Years back it was 40 to 50 a year. Oil in the ECM on MP engines is some what common. Since 2008 I've seen only 2-3 that caused a ECM to fail. The injector cup issues still happen but now where like it was. Better tools and training is helping. 

Yup Buy your self a couple of dozen trucks then you might have a Half chance of getting some help! otherwise your on your own!

On 7/28/2017 at 7:07 AM, kscarbel2 said:

I posted this in June, 2015.

--------------------------------------------------------------------------------------------

The former Allentown-based Mack Trucks for years had the most effective and yet ingeniously simple part numbering system in the global truck industry.

The beginning of the part number (prefix) told you what kind of part it was, with P-number suffixes that told you what variation it was.

Here are just a few examples of the part number prefixes:

1AX - fine thread bolt
4AX - course thread bolt
36AX - lock washer
37AX - flat washer
62GB - engine bearing

631GC - turbocharger
2ME - muffler

4ME - exhaust pipe

47MO - turn signal lamp

1MR - electrical switch
11MR - circuit breaker

3MT - temperature gauge
10QH - tie rod end

2QK - front spring
4QK - rear spring

10 QK - suspension rubber insulator

1QM - hood

301SQ - king pin set

.........and so on.

The "P" suffixes were equally straightforward, continuing the brilliant simplicity of the Mack system.

2QK3378P1 10,500lb front spring

2QK3378P2 12,000lb front spring

An "A", "B" or higher letter between the base part number and the "P" suffix denoted an engineering improvement.

For example, 3MT35AP2.

3MT - temperature gauge

35 - R/U/DM

A - see above

P2 - negative ground or P3 (positive ground)

Because of the brilliant Mack part numbering system, the part numbers were very easy to remember, due to the fact that each part of the number had a logical and clear meaning. This is why veteran Mack parts people, in my humble opinion, were significantly better than their peers in the truck industry.

With literally thousands of Mack part numbers comfortably in their head, veteran Mack parts people were faster than a New York deli.

(Did anyone ever have the nightmare of obtaining parts from a Ford heavy truck dealer?)

But now, Volvo has largely replaced Mack part numbers with Volvo global part numbers, randomly selected part numbers that have no meaning whatsoever.

This is why the handful of veteran Mack parts people still around can no longer quickly assist you. The Volvo parts system, by design, is immensely time consuming. Not to mention the horrible, inconsistent Volvo Group electronic parts catalog for Mack brand trucks.

For Volvo to throw away the staggeringly efficient Mack Trucks parts numbering system, frankly the truck industry's best, and replace it with meaningless Volvo global part numbers so as to meet the demands of their arrogant bureaucracy, is a tragedy for the Mack brand customer. As a Mack veteran, it leaves me totally disgusted.

Even though today's Mack brand truck is for the most part a rebadged Volvo, the Swedish truckmaker would have been better off to adopt Mack's superior part numbering system rather than force their often criticized system upon the former Mack dealers. But then, the culture of arrogance at Volvo prevents them from admitting they are inferior at anything.

Agree with the above. Also the people writing the program for the absolutely useless parts search are true nerds. They have no concept of where parts fit on a truck and what they relate to in the category. This adds to the frustration with the Swedish numbering system! Example, when we go to look for a hood wiring harness for a 2012 GU last week by serial number, unable to find it. Yet when we key in the serial number to a similar truck 2 years older, it's there. No problem! So If you want to search for parts and want do it quickly, go to the PAI site, search by name of part, and boom, it's right there in 2-3 clicks of the mouse button! ( An example  of simplicity) Totally lost by the Swedes. The new backwards part system sucks! And just to add insult to injury, they are hiring people with no skills to save money behind the parts  counter (Not all of the time but for the most part) and give them this crappy parts search to work with! TIME IS MONEY! When I'm in the shop waiting for parts that we can't find, it's not productive for me OR the customer! Or worse yet, I got to stand over the the parts guy to get the RIGHT part for the job because it's not clearly displayed in the system for the poor guy!

My rant of the day!

PAI Has Decent stuff!

On 7/15/2017 at 2:46 PM, wrenching4life said:

So I'm thinking because I cracked that injector and the tick stopped. There is obviously still compression, an if it was a fire ring problem wouldn't it still make the tick noise?

So does that mean it's an injector pump or injector failure/ problem? Just trying to figure out what is the next step in diagnosis 

Swap the injector  to the adjacent hole see if it moves to that hole! 

Just now, kscarbel2 said:

I would tend to prefer the 3-bolt design. We never had any trouble with that. Why change a proven and trouble-free design? For the sake of change?

As for issues with the CRD150/151, the customer doesn't care if it's a design or supplier issue. Either way, that's a Volvo internal issue. For the customer, that's immaterial. His truck is down and not generating revenue.

Yup Kev You hit the nail on the head if it ain't broke dont fix it!

3 minutes ago, kt_Engineer said:

The one bolt design to hold bevel gear onto spur/Helical shaft was introduced with CRD150/151 and is the only carrier series that has that design currently (CRD125/126, CRD202/203 or CRD95/96 have 3-bolt design). The issue you had coming loose is unfortunately not related to the design, it is the suppliers screwing up the heat-treatment and ending up with over-size threads. Bear in mind there are somewhere between 80,000-100,000 trucks in field with this design (Launched in 2009) and if it was a design issue we would have seen huge rash of failures in the field. The one's that have been analyzed show an over-size thread issue. More emphasis is being placed to control the thread size to avoid such issues in the future.

Well I stand corrected then! just checking to see if you were paying attention Bud!  Its Not unfortunate the concept of only haveing to stock one gear set is a plus for the dealers !

3 minutes ago, kscarbel2 said:

Nobody appreciates the Mack double reduction carrier/axle more than me. But there have been superb planetary hub reduction axles, including the Mack Planidrive and Steyr units. Today, the Scania, MAN and Mercedes-Benz planetary hub reduction axles are excellent units that will not disappoint.

Agree totally!

8 hours ago, kt_Engineer said:

You will soon be able to order input shaft, range synchronizer kits. Changes are happening including updating components and design to last longer.

However you still need a bunch of special tooling to dis assemble so don,t go ripping into one in your Garage

Synchronizer    Issues tend to be  fairly common with these (cheaply made ) and of poor design How ever they are addressing  this issue to make em out live the warranty  at least As for the  true Mack diff They also have messed with its design with some what with some alleged

Improvements one bolt to hold the spur gear and preload  instead  of three ! Sorry Had to throw that in there We have had a few diffs scatter in the last while cause the redesign came loose if it aint broke Dont fix it!

They are pushing mDRIVE down everyone's throat and pricing the Real Truck parts out of reach ! So it's likely a 10 to 1 split!

We sold a fair few V8 s here back in the day! Years ago Every once in a blu moon one would fail a rod bearing I wonder if this here situation is related to those failures we always ended up replacing the crank and rod on the failed Cyl  but Never had a chance to see a second failure! on the same engine ,I  Actually Was able to change one crank  with out pulling the heads  to get the rod out. I was able to pull the piston out the bottom  Because the failure was on number one !  one and eight are the only pistons that will come out thru the bottom!

Interesting issue!

Fred

Not sure ! Unusual  For sure!  I have rebuilt a  dozen  V8s never run across that situation, usually cracked counter bores! I agree run with it the way it is!  I generally use  Ultra silicone under the flange How ever in this case I would use anaerobic as I said! Again just an opinion ! Be aware that there is an oring bulletin for the liner orings I may have it posted here on the site here  Can't remember! just search it!

Do have any machine shops in your area ? I honestly think you need to square that bore properly ! you ve gone to the expense  of getting a liner kit and repairing the heads ! If you were  a customer in my area I would recommend  Cutting both counter bores under that head and and shim them  both to 3-4 thou I'm  not sure if shims are even available anymore have you checked?

How ever you say you had no issues before so if it ran before with out issue it should run again I.m not saying that with confidence however just that in my mind you have two choices ! bore and shim or leave it alone !  Half shiming  Could be a disaster If that's what your thinking! the head should hold it square! If your going to install it untouched then use some anaerobic sealant under the lip of the liner it goes hard like locktight And will fill the void left by the out of squareness  just my thoughts! 

K  instal the linerdri no orings clamp it down with some big flat washers measure the prostitution  see what you got the whole way around  the liner if it measures  the same all the way around then you may be able to pull a rabbit out of a hat!

Remember your allowed 2 thou diffrence between  cyl .5 to 4,5

Not sure on this We have K/M  does  866 -e7 - E9   I'm  not sure But  you could  likly  get cummins n14 isx  etc  for it, as well!

If there where a bad crack there was a  machine shop insert that could  be installed  as well Cummins had a similar  fix as well! Not uncommon For these blocks !

You should get it squared up however you need the boring tool ! I  Urge you inspect that bore closely sand or emery cloth  wire wheel it and inspect specially in the areas where the block casting is narrow under the liner lip!