Mackpro

Easiest way to tell the difference between a first gen ETECH and a CCRS is that the first gen ETECH has a small plastic fuel return line from the top of the front or rear cylinder head down to the fuel pressure regulator on the RH side of the block above the air compressor. If no plastic line is present then the engine is a CCRS or ASET style ETECH engine. Only the fist gen ETECHs need camshaft keyway changes for various HP upgrades.

Could be steering angle sensor needs to be recalibrated. If the steering wheel is off center it needs to be straighten and recalibrated using Bendix software. Or possibly the bed company moved the Yaw sensor on on the frame and now it’s out of calibration as well.

You’re probably on the right track. The cam and crank sensors ( same part number) can cause this issue. The camshaft sensor needs to be adjusted with shims. I’ve seen the where the camshaft floats to close to the sensor and sets a code

Back in the day we did this to all the CXP and CTP truck around here. If the sensor shorts out and tells the ECM the exhaust temp is to high it derates the engine.

On the CXP and CTP only , Mack can’t seem to get an exhaust temp sensor that will last more than 6 months to a year. Their solution is to delete the sensor and gauge and reprogram the dash cluster to delete it so it won’t derate the engine.

https://www.scribd.com/document/813434003/Mack-AI-Rocker-Bolts-Breaking-Bulletin

If you had 2 rocker arm hold down bolts break then it probably turned the push tubes into slide hammers and busted the ceramic roller lifters. Any time I had the valve covers off of a 2002 and up that had no engine brake or had the powerleash engine brake, I always checked the part number on the bolt head. I always replaced them with the updated part number for peace of mind. Service bulletin SB-213043, newest part number is 21269038

Every deleted MP8 I have ever seen never ran better after the delete except for 3 and after about a couple of months all 3 cracked intake/exhaust valves and took out the turbo and head. The only good safe tune I have seen is the Mexican export D13 which has 465 HP and has EGR but no DPF/DEF. This file works great in both Mack and Volvo but is only set up for Horton air fan as the export Volvo only uses the air fan. In the US, Volvo seems to use the air fan clutch in about 70% of there trucks while Mack is probably more like 10%. So using this file in a Mack with an electric viscus fan requires some extra wiring. Also , sometimes with the Mack the dash cluster will have a fault code for DEF gauge not working unless the correct pre-DEF software is flashed over dash cluster. This must be hard to do as most Mack’s I’ve seen almost always have this fault code .

Yea, why would you have 2 axle back models and no axle forward truck. However I have seen a few new GR’s in tractor configuration.

Last week I heard from some dealership sales guys and was told the Pinnacle/CHU was going to be around for awhile and the Anthem was the one on the way out. The MP7 is being dropped and replaced with the new Cummins 10 liter engine. MP8 is staying. Good thing about the Pioneer is that the Volvo version was released first and went through a rough start as they are working the bugs out as they go. By the time the Pioneers hit the dealerships they should be good to go. Usually it’s the Mack customers being Guinea pig testers on new products and changes.

Has it always been like this or did it just start happening? Has the engine or vehicle ECM been changed lately. On some years it was standard then later it was a parameter that could be turned on or off.

We had separate cartridges that slid on the back of our Pro-link for VMAC 1 and VMAC 2 . We then got the cartridge that accepted the small cards like I posted above. We had a VMAC 3 card and I believe a Detroit Diesel card and possibly a Bendix card. Tech Tool will work on VMAC 1,2 and 3 but it’s horrible and slow as molasses. Last I heard the dealerships still use the Pro-link for VMAC 1 and 2.

It wasn’t a big difference in pump timing between the piston changes so I bet 18-2O degrees would be fine. But like you said a good pyrometer is needed and to be watched in a long hard pull.

The early years of the VMAC 1 engines had 10 degree Econovance , on the 400 HP the Static pump timing was set at 8 degrees and the Econovance would advance it to 16 degrees under a load. Halfway through the VMAC 1 and into the VMAC 2 years the 20 degree Econovance came out and replaced the 10 degree. On the 400 HP in those years static pump timing was set at 6 degrees and the Econovance would take it to 22 degrees under a load. So I would think if the engine was originally had a 20 degree Econvance it should handle the higher pump timing. However there were several piston changes in some years that determined how high you could go with the timing.

Yes, with a Mdrive you can go to 505. Red Bumper in the post above did message me his VIN’s and due to the low torque ratings of his Fullers transmissions he could not go above a 415C