Mackpro

Good find on that., Mack had a issue with the coolant level sensor leaking coolant into the wiring between the copper and insulation. The coolant would travel back into the engine ECM . One of the side effects was the dash cluster going out. Mack Service Bulletin SB237009 covers the issue. They came out with a jumper wire to go between the coolant level sensor and engine harness to block the coolant from getting to the ECm . Unplug your coolant level sensor abs see if it’s wet inside.

There is a fuel pressure relief valve on the front of the head . More towards the driver side of head . It’s more like a banjo fitting that goes through a fuel line that runs back down to the fuel filter stand. The original valve was hex headed all the way to the end of the valve . The new updated valve is rounded on the end. Replaced lots of the old style valves for low fuel pressure issues. I don’t know the date the new valve came into production but somewhere between 2012-2014. Top pic is old style . Bottom pic is new style .

On the EGR differential pressure. Ive noticed on the new updated sensor with the new style Venturi pipe. During a regen using Tech Tool I see the pressure spikes that you talk about. It happens only for a second. I thought I had a bad sensor so replaced it and still same split second spike. I noticed it on several trucks.

MP fuel pressure should be 55 psi idle and 65 psi at 1100-1200 rpm( regen speed). I’ve seen it lower but during a regen 57-58 psi would be my low limit. I’d be changing fuel filters, cleaning out fuel line banjo fittings and checking fuel pressure relief valve in the head. And the fuel shutoff valve/AHI fuel pressure should be the same as engine pressure when activated.

On the common rail engines there are 3 types of regens ( possibly 4) that you can do using Tech Tool . A Soot regen and a Sulfur regen and a Crystal Sublimation regen. I’ll see if I can find out if possibly one of the others need to be done instead of the regular soot regen .

I just deleted a post here as I was forgetting which truck I was referring to . I talked to some guys today at the dealership. They are having a rash of EGR coolers cracking and or clogging on the 2019 to 2021 MP8 trucks . Both in the GR and Anthem trucks . 4 in the last month or so. I wonder if this could a issue. I can’t remember if you posted if the engine software was up to date.

When was the valves adjusted last ? I had this MP8 a while back and had low power and constant regen requests. 2012 was the last time the valves were adjusted. Engine brake plungers unscrewed themselves and caused some weird issues. This can happen on all pre-common rail engines. Top one is flush, middle one is starting to back out and bottom one is way out. Mack sent out tools to all the dealers to tighten and loctite them

In my notes for your model . The fuel doseing rate should be between 5% to 19% to be normal. Your is at 12% which is perfect. 22-29% usually mean clogged 7th injector. This is only for your year model. Other years are much higher. With the key on/engine off , what is your EGR differential pressure? And also what is the DPF differential pressure reading key on/engine off?

The first few years of the common rail the removed the fuel pressure sensor from the filter stand. Only way you could view it was by looking at the AHI fuel pressure sensor ( all in the filter stand now). Finally Mack/Volvo gave in and started putting a fuel pressure sensor back on the filter stand. I also thought if the EPRV had not already been deleted, what would happen is the EPRV was stuck open?

I always like to see the T2 temp at 880 . The DPF Differential pressure is not to bad at .367 if it was above .6 or higher I pull the filter and have it cleaned. Are the turbo codes new ?

It’s a cruiser and pretty fast for its size . We stay/sleep on it Friday and Saturday nights through the summer months. The dock life is so much fun we sometimes never leave the marina. We roam around KY and Barkley lakes. 37 footer and probably the easiest boat to drive I’ve ever had. Some days I barely touch the steering wheel. Just use the throttles to steer. 342 Rinker Fiesta Vee is the model, popular model around here. There are 2 others here at the marina.

https://static.nhtsa.gov/odi/tsbs/2021/MC-10186476-0001.pdf Here the bulletin on what need to be replaced and cleaned .

That boat was about 50’ long and 14’ wide and so there was room but when I’m there it’s to play and not work, lol. Mines 12’ wide with twin 5.3’s and I pay someone to service it, I hate working on my own stuff

I keep forgetting that they actually put the D12 ( and possibly D11/D13 ) engines in boats. The marina I keep my boat at has Carver yacht with twin D12’s in it. The owner talked to me about hooking my laptop up to it .

The tool would be handy as getting a depth mic up in there would be no fun .

Low air pressure switches and parking brake switch is above throttle pedal. The actual Brake light switch is on fire wall behind clutch pedal.

Yes. DEF in the fuel is a super expensive mistake. Mack has a bulletin on every thing that’s needs to be replaced and cleaned.

https://pdf4pro.com/cdn/service-bulletin-mckenzie-tank-lines-7fe6.pdf The measurements are taken on the front drive axle . Truck on level ground . Brakes released. I always lowered the suspension then raise back up with the dash switch. Measure from bottom frame rail to the bottom of the Z spring between the U bolts . Make sure your measure the bottom of Z spring and not the saddle that the Z spring sets on . There are many heights depending on suspension type and frame rail height. I believe there is a newer bulletin but this should cover most trucks before 2015 Some old R models and Superliners with dual leveling valves are not included in this bulletin.

https://www.bigmacktrucks.com/topic/34802-04-vision-coolant-push/ Also this old thread has some more bulletins for this issue.

Amazon has the 180 and 185 thermostat kit from PAI . Mack found that when both thermostats opened at the same time it could cause a coolant push problem. So they recommended the staggered opening temps

http://www.engineprofessional.com/TB/TB011816-1.pdf One one cause of ASET AC EGR cooler failures is this screen getting clogged and blocking coolant to EGR cooler causing it to overheat and crack

https://f01.justanswer.com/HeavyEquipmentTech/6bc71206-6fd3-4357-bdfd-e51101cf15ec_Mack+cooling+system+revisions+SB215025.pdf Thermostat housing update

https://f01.justanswer.com/HeavyEquipmentTech/9c63171c-1162-4f60-93c3-75b9bbaba99c_Mack+surge+tank+update+sb232026.pdf one piece surge tank bulletin

The radiator pressure cap should be a 16 pound cap. Some people put a 10 pound cap on them and cause them to open to soon and push coolant. The ASET AC engine you have uses the 16 pound. The ASET AI and all other Mack engines ( gray engine) use a 10 pound cap. Lots and lots of bulletins on coolant push with your ASET AC engine out there . I was a Tech and Warranty Administrator at a dealership, we averaged about 250 warranty claims a year , in 2004 when the ASET engines came out our warranty claims jumped to almost 700 a year. Lots of updates came out and by mid 2006 and 2007 the failures dropped as updates were installed at the factory and existing truck were updated. Updates included new thermostats ( one opens at 180 the other at 185), new thermostat housing and piping. One piece aluminum expansion tank and better service procedures to test and correct on going issues

I guess I should not have praised the common rail injectors on Thursday. Had a #.2 pumping injector go down . At least it wasn’t a cup issue. If you ever get multiple injector faults check for DEF in the fuel . Lucky it was just a faulty injector this time . But we have had drivers talking on the phone/ distracted while fueling up and put DEF in the fuel tanks and eat the injectors up