Mackpro

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 .

Truck is still listed as a 400 AI in the corporate mainframe. Still has all original software in it so bumping the VECU software to Step 12B would help with throttle response. Good news is it has 4.64 rear gears so you’re good regardless of tire size. To bump to 460HP the factory way you would need a turbo and injectors and the download. You really need to put a boost pressure gauge in it and see what your boost pressure is under a load , Factory spec is 30-38 psi but even 28 psi would ok .

Fuel pressure should be around 55 psi at idle and 65 psi at 1100 rpm. Test drive with Jpro hooked up and watch fuel pressure. If the pressure stays above 40 psi then it’s not a fuel pressure issue. If it’s 0 to 10 psi then it is a pressure issue. I would use Tech tool and do a VGT turbo test , it might just be out of calibration. It very well could be a bad delete too. If a 2010 program was put in a 2009 then the boost pressure would not read. 2008 and 2009 engine use a separate sensor for boost temp and boost pressure. On the 2010 and up the use a combo sensor on the back of the intake manifold. On the 2008 -2009 the boost temp sensor is on back of the manifold and the boost pressure sensor is towards the front of the intake manifold. Even though they look about the same Mack changed up the engines/software about every 2-3 years . DPF engines 2008-2009. DPF/DEF engines were 2010-2012. OBD DPF/DEF engine 2013-2016 then 2017 starts the common rail engines.

I can pull the software versions tomorrow and see what the levels are and If it’s up to date. Also what size tires are you running? These AI engines have a narrow horsepower/torque curve so high rear axle ratio and tall 24.5 tires can throw it out of the curve .

There is a new updated pipe number 21599120, also on that pipe it takes 2 o-rings on each end of the pipe.

Being a tooth off on the cam gear will set the cam position sensor code. I’ve done more than once , especially on the MP7 where they have timing marks on the front and rear of camshaft. The marks on the front of the cam are not inline with the rear of camshaft. So always remember on the MP7 to use the rear camshaft marks for timing. Luckily on your MP8 it only has timing marks on the front of camk

I found my notes on this exact problem, “No power till you turn key to start position “. Fuse/breaker number 7 in top dash fuse box is bad or blown. The one I had used a fuse and showed 12 volts on both sides( key off) but when turn key to on position one side of the fuse dropped to 2 volts

There is a ground stud welded to the frame rail behind the battery box. Check the wire from the ground stud to the negative on the battery. It’s a smaller fuseable link wire that can melt inside and cause this issue. I’ve also had the stud break loose from the frame and had the eyelet ends come looked from the cables

There was a design change around your year model. The original MP8 side cover had a grove machined into it and a rubber sealing strip that went into the grove to form a seal/gasket. They updated the side cover to a smooth surface with a metal gasket with rubber seal made on the gasket. I remember replacing the whole side cover to get the new style cover/gasket because the old string rubber seal was discontinued.

On some trucks we saw the starter solinoid shorting internally and making the engine die in a hard pull when the engine would lean over.

Here is a bulletin on this. https://static.nhtsa.gov/odi/tsbs/2018/MC-10152929-9999.pdf

“No Info” message on the cluster on thoses years is usually the J1708 or J1939 data link wires shorting in the engine harness. Had 2 in one week doing this and it was shorting wires in the engine harness behind the oil filters . New engine harness solved both theses trucks. Also check the engine ECM connectors for rotted pins due to antifreeze in the engine harness.