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Pedigreed Bulldog
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Everything posted by Mackpro

  1. I think it’s a good ideal to replace the thermostat and coolant pump. These items are easy to replace and not super expensive and will fail not to much farther down the road if they haven’t already . As others have said the fan clutch/ air flow through the radiator is also a high on the list on possible cause of overheating. There is a good chance you have the much hated Borg Warner Cool Logic fan clutch. It’s easy to tell if you got the Cool logic fan because it’s super huge with heat sink fins all over it . They were a total failure and are no longer made . They actually leak oil and start s
  2. This happened to our one Anthem that we got . It’s clean exhaust at that point so it was not a huge deal at the time . As long as the hot exhaust was not blowing on anything important. The drivers never noticed it and we only found it during service/inspection. Both of my buddies new GR ‘s ( the new GU) have had the same issue. Our last new CXU’s with the common rail engines and one box SCR/DPF have not seemed to have this problem.
  3. Always make sure your heat shields are in place to protect the EUPs . On some chassis’s the exhaust pipe is really close to #5 and #6 EUP. Even with the heat shields in place the those back two EUP’s take beating from the heat off the pipe. We see the back two fail more than the front 4 . Remember that there are 3 different part numbers for EUP’s . All three look exactly the same . Also the middle o-ring is no longer used and on some the later castings the O-ring groove was totally elimated .
  4. We have one Athem in our 25 Mack fleet and so far so good , but we had a few minor issues ( which I found out is very common) and one design change made a maintenance item a lot harder to do. First off the all Mack poewrtrain has been great . Only a couple of software updates have cleared up any codes we had. The M-310 trans and Mack rears have been good as well. We have heard of oil consumption issues with the common rail engines but our 4 have been normal. Here’s the issues we see. First , the door control panel that works the mirrors, windows and locks have gone out twice . This is super co
  5. On the VMAC 1 engines , they had a 10 degree econovavce which was later bumped to 20 degrees and was carried over to the VMAC 2 engines. The fuel pump was static timed to 5-8 degrees (depending on emissions year) then the econovance would advance or retard the timing as needed. On the ETECH engines, I never found any data on timing
  6. Get the rocker arm bolts replace with th newest part number , get the valves adjusted and software updated as well . And when you drive it just hold it to the floor , you won’t hurt it .
  7. The mileage is calculated and stored in the VECU ( vechicle ecm) . The engine hours are calculated and stored in the EECU ( engine ecm) . Both ECM’s send the data to the dash cluster. Has the VECU been replaced or reprogrammed latley? Does the the speedometer work correctly and is the transmission a Allison or a Fuller ultra shift? On a manual trans the speedometer sensor transmits directly to the VECU. On a Allison the speedometer sensor goes through the Allison ecm I believe.
  8. Only the truck models with the MP engines need programming when replacing the dash cluster. On your model truck , the mileage is stored in the VECU and engine hours are stored in the engine ECM’. You can replace the cluster your self , it’s not hard.
  9. Yes , that’s on the cheap side for a MP engine. When I was working at the dealership, the actual download cost from corporate to the dealership was anywhere from $200 to $1300. Of course the dealership marks that up then add in a hour of shop labor for install.
  10. I sent you a message about a wiring diagram. Hopefully it will show what you need .
  11. Mack came out with a conversion kit to replace the two VMAC 1 ECM’s with a single VMAC 2 ECM . The wiring harness on the engine remained the same as original. Chances are the one of the original VMAC 1 ECM’s failed and the conversion kits was installed.
  12. Here’s the easiest way to tell a VMAC 1 from a 2 on a CH style truck . A VMAC 1 has the engine harness plug iinto the firewall right above the windshield washer fluid jug on the passenger side of the firewall. On a VMAC 2 truck , there is a block off plate above the windshield washer fluid jug . Also , the Econ-Vance is a lot longer on a VMAC 2 and the injection pump almost touches the air compressor, and of course the VMAC 3 is an ETECH style engine with the heat shielding over the individual injector pumps
  13. We alway tried to achieve 33 psi of boost under a pull with the 460 AC engines. I have seen a few go higher but we were happy at 33 psi. Worn out boost pressure relief valve or cracked after cooler or malfunctioning turbo actuator were some of the reasons for low boost
  14. There is a factory valve spring compressor that works awesome , it’s downfall is that the injector has to be removed
  15. We would pull the intake manifold off and drop the intake valve down. Then blow air into the injector hole and blow the little pieces out the intake . Saved us form pulling the head off .
  16. Only saw a few of the stainless cup tips break off. Saw lots of the copper cup tip break off when using the newer style puller. Lucky we held onto the old style tool that taps threads into the cup tip and then uses a pulller that threads into the cup .
  17. Truck created on 2-10-2000, transferred to sales on 2-21-00. That’s all I could get my dealership guy to find.
  18. We saw burned valves , cracked liners and cracked head. To much fuel and clean air and they burn pretty hot.
  19. The max HP rating for a export MP8 with no EGR is 440. I’ve seen 3 major engine failures on low mileage deleted MP8s . One I know was a 505 , the other 2 I’m unsure on HP. I would feel better if the EGR was not deleted but the DPF/SCR was
  20. Volvo has had the injector cup problem in the D12 and their other engines before the D11,13,16 and MP7,8 and 10 came out. Back in 2008 I went to a Mack engine class on the then new MP engines. In the class there were also techs from some Volvo dealerships. The instructor kept going over injector cup installations. After 4 + hours on injector cups , I asked what’s the big deal with the injector cups, the Volvo techs laughed and said I needed to pay attention because I would be using my new knowledge and they were not kidding.
  21. I believe there are a few service bulletins on the LR climate systems. I’ll message you for details
  22. It’s the piston cooling oil pressure sensor. Same part number as the oil pressure sensor on the other side of the engine.
  23. If your hitting 33 psi of boost then it’s probably not a derate issue due to emissions emissions. Good running MP engines run 33 to almost 40 psi boost. I’ll message for more info.
  24. The early MP equipped conventional truck had a right and left low beam relay. They later did away with them . They are located in the fuse panel by the clutch pedal. They are locate on the bottom far right. They are the small relays one above another. Position R11 and R12 on the fuse panel. There was a recall on the fuse panel for possible water damage
  25. On top of the dash , take the 3 screws out of the triangle shaped fuse panel cover . To the left of the fuse panel there and a cluster of relays and also the flasher. The DRL is usually the tallest of the square relays
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