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

Here is the card we used , it was a version 1

Any ETECH style engine from 1998.5 to 2007 is a VMAC 3 . We used the Pro Link with the VMAC 3 card till about 2000-2001. We then strictly went with the VMAC 3 software on laptops. Come to think of it I don’t think we used the Pro-Link much past 2000. I know there was some bulletins on using the Pro links on the 2003.5 and up ASET engines as the VMAC 3 card we had wouldn’t show some things such as EGR or do some of the parameters programming. They might have came out with a newer updated VMAC 3 card that supported the ASET.

4.17 gears with a AI engine is awful high gears unless your running short 22.5 lo-pro tires. The AI engine dump truck guys here run 4.42 gears with full size 22,5 tires or 24.5 low-pro or full size 24.5 tires. The favorite seems to be 4.74 rear gears with 24.5 full size tires. This keeps the RPM’s in the narrow torque/HP band of the AI engine.

If they are both CXU613’s just post the last 6 of the VIN for each truck and I’ll send them to my guy and hopefully get an answer today

Had a very similar problem with a 2005 CV713 AI engine. Boost would build up great for a few seconds and then drop back to what felt like 3/4 throttle. Replaced injectors, adjusted valves , replace muffler, pressure tested intake system, check fan clutch for staying on, check parameters such as tire size and gear ratio in ECM. Engine ECM was at step 10 and VECU was at Step 12B. All looked perfect. Come to find out there are different versions of the Step 12B program and there was a Step 10A update on the engine ECM that was not visible from the dealership side. Tech support set up a different version of the Step 12 B and an updated engine ECM software. Installed the updates and ran %100 better and held boost at the 30 psi under a load all the time. Hopefully you can find a dealership that will do the updates

Didn’t watch the video, just went to the Mack website to see the new Pioneer. At least the MP8 got bumped to 515 HP and 1900 pounds of torque. The turbo compound engine MP8 is still at 505 Hp but torque is 1950 foot pounds. Not sure about the 8 bag rear air suspension but looks like you can still get the older Max lite suspension and Mack axles are still available.

Best I remember A few years back Mack sent out a bulletin saying that they were quitting doing HP upgrades for trucks older than 10 years old. They ended up back tracking on that and are still doing HP software upgrades on trucks as far back as 1999. However there are limits on certain years such as no more 2005 AI 460 programs as the EPA allowed only so many units at this power/pollution level for that year. This seems to affect mostly mid-2000 year models especially the 370 AI engine. As far as MP engines go , all HP upgrades are software only, no hard parts. As far as the MP8, 2008-2009 max power was 485 HP, the 505 HP didn’t start till 2010 or possibly 2013. The limiting factor is the transmission. A Mack manual or M-drive can go all the way up the 505PLUS . Allison trans were limited to 445/455 HP in some certain trucks till about 2023. Fuller manuals is where it really sucks as they go by the model number of the transmission. A 1400 series transmission is limited to engine HP rating of 1400 foot pounds of torque, 1600 series is 1600 foot pounds of torque. So if you got a Fuller to get the bigger 505 programs you need the 1800 series Fuller trans before Mack will turn the download on. This is done at the corporate level , the dealership can only do what corporate approves /turns on. For the smaller Fuller trans guys , there is a 505E program that gets you to 505HP but only has 1600 foot pounds of torque. Cost is usually pretty cheap as Corporate doesn’t charge the dealership very much for the software change however the dealerships sometimes really mark the price up. I’ve seen 505 HP update done at dealerships in the $500-700 price range. However if your truck is fairly new and under warranty or has extended Mack warranty expect the price to be $3000-4000.

The truck a CV713 or a CXN/CHN? Looks to be CV700 series by the steering gear box. If it in fact a 2006 CV 7XX series truck then it should have a ASET AI engine. By the looks of it , it has a ETECH /CCRS engine installed which is the wrong engine for this truck to begin with. The engine you bought is a ASET AC engine which in not correct for a 2006 CV 713. The ASET AC engine is for 2003.5 to 2007 CH/CX and CXN/CHN trucks. The ASET AI engine is for 2003.5 -2007 CV, MR and LE trucks. The AC engine has a VGT turbo , external EGR cooler and engine ECM has 3 plugs. The AI engine is more like the ETECH engine with a 2plug engine ECM.

The new Mack Max Aero is debuting soon. I’m sure it will be very similar to the new Volvo VNR Max Aero with the sloped back windshield. The Volvo actually look well thought out under the hood after checking it out in person. I did notice it had the small in-line Cummins style SCR/DPF exhaust system. I heard last week that the Mexico plant will only produce Export models that are not for sale in the US

Is it a MR or a MRU ? Find the air line going to the fan clutch and put air directly to the clutch and see if it unlocks . There should be an air solinoid that controls the air to the fan. If it’s a MR fuse 41 supply’s 12 volts to this solinoid. This fuse in in the fuse box that’s outside of the cab. Also the green high pressure switch for the AC could be bad or unplugged causing the ECM to turn on the fan .