Mackpro

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. 

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