Mackpro

I believe you can still get the original paper engine overhaul manual and engine electric troubleshooting manual for the 2004 emission year MP7 that’s in the CTP/CXP. I still have my copies . A lot of the stuff has gone to digital download on E-media. 

Have the injectors been changed recently? If so, possibly the incorrect ones were installed. Only the first few years of the ETECH style engines had the injector fuel return system in the cylinder heads that went to the fuel pressure regulator via plastic push on fuel return hose. Here in the US the year model range was about 1998.5 to 2001.5 . Then the CCRS and ASET family of engines came out and all used the “leakless” injectors which did not have the plastic fuel return line coming off the cylinder head. A lot of the newer cylinder head casting still had the passage ways in the heads for fuel return system but had pipe plugs in them to block them off. Also the ETECHs with the fuel return in the cylinder heads need 2 O-rings on each injector. The “ leakless “ injectors only need the top O-ring. 

The * is for some kind of “ Limp Home” mode if you have certain transmission fault codes. I’ve never seen it used. 

The fleet shift pad can be replaced with the performance shifter but a software update has to be done by the dealership. The dealership has to request a software change from corporate. After the software is turned on and installed in the truck, there is a parameter in the settings that needs to be changed as well. There are 3 options for this parameter. One is performance mode turned off , one is performance mode on but will return to economy mode after truck reaches a drop in engine load ( up to cruising speed), the last is performance mode on and will stay on till you turn it off on the shift pad or cycle the key switch. On your fleet shift pad if you hit the “M” manual mode button all this does is hold you in the gear you are in. 

The line coming out of the shut off fitting should go to the VGT actuator spin on air filter housing. When you turn off the air via the shut off valve it dumps the air off the VGT filter, control valve and actuator. This lets you change the spin on air filter without draining all the air in the system. There was a Service Campaign or Product Improvement Campaign to add the shutoff and air filter to the early 2003  ASET AC trucks. 

I posted this in another “ Low power after  delete” thread. 

There are 3 of these 64MT450A temp sensors on the AC engine.  The 2-8 code is for the sensor that screws into the intake manifold itself , not the one above it on the angled pipe coming from the aftercooler . If either of the two on the driver side of the engine fail there is a new updated part number 64MT485 that will replace them.  If the compressor discharge temp sensor ( sensor on the pipe between turbo and after cooler passenger side )failed then you have to use the original part number. Mack service bulletin SB273013

The 2-8 code is for the intake manifold temp sensor not the EGR  mass flow and temp assembly 

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. 

On 6/18/2025 at 2:48 PM, Jody Scott said:

You could try and do what I did and put oversized injectors in and have a MACK DEALER change the program to a 410hp. 

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 . 

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. 

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

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 .  

22 minutes ago, james j neiweem said:

If they keep the Anthem I would think they would have to offer an axle forward version like the current Pinnacle. If they don't they will be the only manufacturer without an AF. (Granite excluded)

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.