Mackpro

In loss of oil pressure or low oil pressure the turbocharger seems to suffer first. On the early ASET AC engines in late 2003 and early 2004 , the turbo and EGR valve shared an oil supply line from the oil filter stand. An update recall had us run a dedicated oil line from the bottom RH side of the engine block to the EGR valve. And the turbo got a new oil supply line as well. If yours was not updated to the new design, the turbo and EGR valve were fighting for oil supply for sure .

The CH/CHU/PI are really popular around here and in the used market bring $10,000 or more over the CXU/Anthem trucks with similar miles and specs. Tyson was still buying PI’s up until this last batch of trucks which are Volvo VHD’s.

Dealership guys told me a couple months back that the D11/MP7 was on the way out and getting replaced by a new Cummins 10 liter. The. MP8 or now know as MP13 has been bumped to 515 HP. Also told this just a few days ago that the PI and GR are staying the same for about a year and a half then they are merging the PI and GR into one truck with lots of frame and suspension and axle options.

Yes, those split HP programming in the 355/380 and 380/410 did some crazy EUP manipulation to get good power with small CC injectors. Swap in the 460 injectors and you can get great power gains .

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.