Mackpro

The Allisons are great for garabge truck and some "state dept. dump trucks" but the cost usually adds around $25000 to the already high price, that is why you dont see very many Allisons in CH and CX trucks. The next best thing is the Eaton Autoshift and newer "clutch pedal-less" Ultrashift. We see alot of both lately, some of our customers will only buy Mack road tractors with the Auto shift trans. We have see alot of CXU's with the Ultrashift and the drivers seem to love them. They dont add much to the cost of a new truck either. The Autoshift uses a standard clutch while the Ultrashift uses a special style clutch. For the standard dump truck I would only recommend a Mack T300 series trans.

The earlier ETECH's (1999/2000) had Jake issues when they got 350000+ miles on them. They would usually work when the engine was cold (higher oil pressure) but with wear on the engine bearings and hot oil temp the jakes would not work. Mack came out with an external oil line kit and some other updated parts. We installed a few of these kits with good luck. However with the cost of the kit and labor ($1500+), most owners around here just let it "as is". We have only a few hills around here though. And dont forget the floating Jake pin that goes in the exhaust valve yoke, those caused all kinds of major problems. I honestly would not put a Jake brand brake on my personal truck however the Powerleash Mack brake is awesome with fewer parts to go wrong. I have worked at a Mack dealer for 22 years and have seen many failures of Jake parts cause major damage to the engine. Just my .02 cents

My 2002 Pre Emission 427 has a leak that is running down the block right in back of the oil cooler. I'm assuming it is the cooler leaking. I have to bring the truck home for service next weekend and I'm wondering what kind of job it is to replace the seals????? This truck sat from January 08 to November when I bought it. I'm surprised that this is the only leak so far. I serviced it before I put it on the road and boy did it smell bad out of the breather and it had a ton of blowby. After about a week the smell went away and the blowby is down about 2/3rds. She is running great now. I dosed it up with Howells for about the first 5 tanks of fuel. So, is the oil cooler seals something I can do when I service, or do I need a couple of days????

The leak (oil) is usually the oil filter stand to block gasket. Mack updated the gasket with a steel core around 2003/2004. I assume your oil cooler is the plate style (square box) instead of the old "round" style. Also on the back side toward the top of the oil filter stand there is a large pipe plug that sometimes seeps oil. It not one of my more favorite things to do as it seems you need 3 hands to hold everything up and start the bolts.

A friend of mine has a 2001 Vision (100yr anniv. edition) that started to stall at random about a year ago. Well last week it got so bad he brought it in to the local dealer and what they discovered was really odd. One of his coolant temp sensors was actually pushing coolant up the wire! Eventually it made its way all the way to the ECU and caused all kinds of havoc.

Mack said he needed a new ECU ($1800), a new wire harness, and all this would take 8 hrs labor. A hard pill to swallow in these economic times! Since this was a unique circumstance out of anyone's control, could my friend get anywhere by taking this straight to Mack Headquarters (maybe a 1-800#) and asking them to take care of at least part of his repair bill?

Thanks, Jeff

We have seen this alot, the low coolant sensor in the surge tank(top tank) leaks coolant and it follows the wires down into the engine ECM. These trucks were mostly 2005 CXN and CHN, We did a bunch for Tyson Foods and Pilgrams Pride. There is a jumper harness that should be added to the new sensor to keep this from happening again, there is a Mack service bullitin about this. Sad thing is these coolant level sensors are not mounted on the engine and do not fall under the 3yr/300,000 mile warranty. They are ony covered for 1yr/100,000 and since they caused the failure, sucks I know. Whats even worse, Mack is cutting way back on the Goodwill/Policy help for "out of warranty repairs". Our DSM (district service manager) who gives out Goodwill/policy, couldn't even help out on a 2007 model repair bill. A couple of weeks ago I asked for some help on a repair for an exhaust pipe on an 2008 CHU613 that was over a year old, our DSM said he would pay 1/3 of a $600 bill and this was for a customer who had bought over 30 truck from us over the years. Years ago the most I ever saw them hand out was a cam job for a truck that was a little over 5 years old. It couldnt hurt to call Mack and see what they could do, 18008661177

I'm trying to figure out at what engine RPM the E7 ASET's get the best fuel mileage. I found a good road speed calculator and it seems like the rearend ratios in the used Macks I have been looking at are much lower than most other manufacturers. As a former Cat technician, I know that their engines like to cruise around 1500 RPM for fuel economy. I'm just wondering where the E7 ASET likes to cruise.

Thanks,

Jeremy

I had our computer hooked up to an 2004 CX613 with a ASET 460P, with fullsize 24.5 tires, Mack 13 speed and 3.90 rear gears. It was getting 6.6 driving MPG and 6.2 overall including idle time, not bad.

Our Cxu threw a fault code that is not in the manual. The code was MID 128 PPID 35 FMI 0. Could anyone tell me what this code stands for?

There is some new info from Mack about this code. Its cause by moisture in Mass flow tube messing up sensor, this seems to happen in cold weather. The Mack dealer can call Mack One Call and they can give instructions on how to fix problem. I know it involves changing the engine thermostat and cleaning out the Delta-P sensor. You need to clear the code with stalk switch or the truck wont regen and then you have another problem. We got one here doing it as well.

Thanks for the info on the oversize rings. This engine did originally break the rockershaft bolts and damage the shaft. Do the oversize rings require any machining? Oh yea I guess my brain was still in neutral yesterday . This is an E-tech engine.

Chuck

We usually just drive in the standard size H-ring but if it goes in to easy, we drive it out and put in the over size H-ring. We have never used the double oversized H-ring yet. No machining needed. Any time we replace a camshaft in an ETECH, ASET AC or AI engine, we check the H-ring height with a flat edge and a welding rod to make sure all the H-rings are all the same height. You can do this with the heads on. If you find one a little high you can tap it down with a long small punch. If its really high or loose in block , you have to pull the head and replace it. When the valve lash get excessive due to backed off rocker arm adjustment, broken rocker arm or hold down bolts or bent push tube, the roller lifter had nothing holding it down and the camshaft slings the roller lifter up like a slide hammer and beats the H-ring up out of the block. Very important to check this because you will putting in another cam and lifters soon if the H-ring is to high and new lifter starts to wobble due to not being fully supported. We know because we have screwed up more than one.

Hi Folks,

I was just at a friends shop and he showed me a repeat problem he has with a E-7 engine. It seems the H ring that prevents the lifter from rotating has moved too far up it's bore. That caused cam and lifter failure. The manual talks only briefly about this condition but gives no remedy for it. Has anyone else seen this? What can be done to correct it? I seems the H ring only relies on interference fit to prevent rotation.

Chuck

Mack makes 2 different oversize H-rings that will fit tighter in the bore. It just sucks that you have to pull the head when you install them. We usually pull both heads and cam and check all H-rings for proper height and position. We see this quite often when the rocker arm shaft hold down bolts break on powerleash engines (AI and AC ASET engines) and the customer keeps driving. Usually breaks the creramic roller lifter and knocks the H-ring loose.

The 2002 460's were CCRS Etech engines and were improved versions of the ETECH engine. The CCRS style engine was only made for a few years then the ASET engine came out. The CCRS had most of the bugs worked out, that the ETECH had, like improved cam and bearings and high volume oil pump and didnt have a plastic fuel return line coming out of the head. The only downside was most of theCCRS 460's had a wastegated turbo that seemed to blowout wastegate diaphrams and go into limp mode. They were better engines than the ETECHs and way better than the ASET.

Our Cxu threw a fault code that is not in the manual. The code was MID 128 PPID 35 FMI 0. Could anyone tell me what this code stands for?

For the new DPF equipped MP engines, there is not a service manual for troubleshooting codes. It's all made into the VCADS/PPT software program for dealers and it sucks. I dont know who made up this program but they blew it. The old Mack program was great and the Cummins Insight program is great as well. The code is for EGR mass flow "data valid but above normal operational range, most severe level 1" . Possible cause faulty egr system or faulty harness or connector. Thats all my little Mack hand out says.

The company i work for bought a 2008 cxu 613 back in May, and we are very pleased with it. The truck is a day cab with the 485 w/13 spd. eaton/fuller, duel pipes, dura brites, chrome bumper, red in color, upgraded interior. The only problem we've had is the EGR valve spread apart and was leaking oil,which the fix was a new EGR valve. The second problem was a vibration going through the gears. The fix for the problem was new shocks and motor mounts (dont' know if this was good or not?), but other than that the truck does not vibrate anymore and it runs awsome. The mp 8 has pletty of power, and the powerleash is great. The truck has 30,000 on it now and gets ran 7 days a week 365 days a year, about 250 miles a day hauling milk. As far as the DPF, if i didn't visually see it on the truck I would never know it is there. Just wanted to give my 2 cents about the new tech. and hopefully the truck continues to run great.

Every CHU we have sold has had the same vibration as yours, the engineers have us change the rear shocks, rear engine mounts and the cab mounts and this seem so solve the problem. I have heard of a few EGR valve issues. I hope the new fix for the injector cups solve that problem too. We have had no issues with the DPF on the CXU,CHU and GU's. We have to clean the end of the 7th injector every now and then but other than that, trouble free. We have had no low power complaints at all on the MP8 engines. MPG seem to be better as well. Good luck

Hmm...I've got the twice pipe set up w/mufflers...any mpg increase with straights over mufflers with 2?

We did one a daycab CX not long ago that had factory dual with 2 mufflers and it didnt help much. The owner said it sound good, but after all day of hearing it roar right behind the cab he wishes he would have left it as is. I did drive it and it was loud. Loud enough its hard to talk on a cell phone. The sleeper trucks seem alot more quite due to the exhaust being farther away.

Is it ok to straight pipe a 2004 cxn 613 with a 427? What i mean by "is it ok" is will it hurt the motor or anything like that. thank you

If your CXN has the muffler under the cab and you remove it , you will see a power and MPG increase. Those bottom muffler are very restrictive. We do alot of those here as well.

Mack delays production shift

Some things to point out through the propaganda.

-The Mack spokesman is a Volvo employee located in Greensboro.

-Most people here feel the delay is over the union contract. Volvo is trying to take things away from the Union and using the move as a bargaining chip. The plant has not even started tooling up for the highway truck.

-The comment about half the people at WHQ moving is not totally true. Most people including myself say they are going to Greensboro so Volvo does not lay us off early. The staff at WHQ is mainly administrative. All engineering on Mack trucks is done at the Test Center.

I,m on the phone to Allentown talking to various Mack guys and gals for about 1 to 2 hours aday. Mostly warranty and engineering people . I have only found 2 that are "making the move". Even the most of the Mack One Call guys are leaving. Who is Mack gonna get to fill thoes shoes? A year form now when I call Mack for help on an ASET problem I'll get a Volvo guy who dosent know anything about a ASET. Dosent look good .

I took delivery of my 07' Vision two years ago. Ever since i picked it up i have been absolutely disappointed in the power since the day i picked it up. When i expressed my concerns with my local dealer i was told that it is what it is. I have had nothing but problems since day one and its only getting worse. It now has 132,000 miles on it and already have replaced a blown turbo, locked up water pump, exhaust gas cooler, two horton clutch fans, and an air compressor. Thank god all covered under warrenty. Now im having problems with very inconsistant boost pressure, which i have made an appointment to get looked at. I was hoping someone can help me and tell me is there a way to get this thing turned up while its there. Cause it feels as if my dealer is just blowing me off when i ask them. Also is there a pc program and cable that i can buy for my laptop so i can plug this thing in and start to monitor and diagnose some of these issues on my own? I wish Watts was closer to Chicago so i could just take it there!!!!!

The dealer should call in to Mack and see if any new updated downloades/software are available. This is the first thing we always do when checking for low power. We have alot of issues with incorrectly speced trucks(wrong gear ratios and tire sizes). This can throw the truck out of its tourque curve and HP curve and some ASET engines are picky about that. Is the engine a 460P or 460E? Does the dealer have a dyno? If all else fails call Mack and complain 1-800-866-1177 and keep complaining. We are a dealer and when we had issues with trucks that we could not fix, we call our DSM (distric service manager)and a Mack Engineer and they get us help or info for the problem. We dont always have the answers but we know who to call that does. The interface for the lap top is around $1000 and the software is about $550-650

I'M ONLY GETTING SMOKE WHEN SHIFTING GEARS. MY FUEL PREASURE IS AT IDLE 80 AND RADDLE 90%. I HAVE CHECKED AT MACK SERVICE. THEY SAY, IT WAS NORMAL. MY PYRO WHEN PULLING FOR MORE THEN HOUR IS ABOUT 1200-1400 WHEN IT CLIMBS IS ABOUT 1600

THANKS, RAF

80 psi of fuel pressure at idle is good but they need to check it going down the road. You can get an higher pressure fuel valve to boost it up to 100 psi. Mack part # 63AM28

thous are high temps!

air filter is a good check!

Are the mechanics preasure testing the whole engine for leaks or just the after cooler?

The compressor is turbo charged ,you can loose boost out the air drier seen that happen.!!

Have em by pass the air drier see if the problem goes away!

Make sure there testing the whole engine!

fjh is correct , they should be testing the whole intake system. Around that year they had some bad intake manifold gaskets that blew out around #1 cylinder. The new gaskets a steel core in them now. Also the air compressor intake pipe that runs around the back of the engine to the intake manifold has been problems.

How did Mack mange to run the 2007 granites without egr and god awful fancy turbo that the ch's and cx's are blessed with?

The AI engines in the CV,LE and MR's have whats called internal EGR where the camshaft has 2 bumps on the exhaust lobe , this makes the exhaust valves open twice for every time the intake valve opens, this suckes in burnt exhaust gasses from the restricted exhaust manifold and reburns it. The EPA let them get away with this because the CV,LE amd MR's are not "over the road trucks"

jus wondering if anyone can help me ......

is there a software disk for a laptop computer that can be puchased, or aftermarket microchip, that can upgrade my horsepower on a MP8.

along the same lines as what you would do to give your car more horsepower. can that be done on my MP8???

As far as aftermarket there is nothing out there yet. However all MP-8 engines are the same regardless of HP. From 415 to 485 HP there exactly the same engine, just the software down load is the difference. If you dont have the 485 a Mack dealer can submitt a HP change request form and tell you how much it would cost.

Hey current Mack mechanics. Did they ever solve the problems with the early MP8 valve train problems and if so what was the fix. Have a nice Mack day

They did come out with some new improved injector rocker arms and this seem to have stopped the breakage problem. When I asked about changing out the older style arms on older trucks I was told that if they were gonna break, they would have done so by now. They have also fixed the injector cup problem by coming up with a better sealing injector washer and a software download.

We ordered 2 Titans several months ago but nobody at Mack could tell what they would cost. Well finally on Monday we got pricing info. I was shocked at how cheap our dealer price was. I'm not in sales so I dont know how much we will mark them up but I was figuring our cost would be around $150,000. Our actual cost was way cheaper than that. There was also a small option check list too, mostly trans and rear axle options.

If the truck dosent have a coolant conditioner filter, 600k is about right, We see alot of ETECHs with pitted liners and counterbores leaking coolant into oilpan and 90% of them dont have coolant conditioner filters.

The way things are going, you probably won't see "Mack" on any parts boxes before long either.

Our MP engine turbos come in Cummins boxes and sometimes we get engine parts in Volvo boxes, if they are out of the Mack part # they send the same part in a Volvo box, same engine, same part.

That is really sharp. Some of the old graphics on manufacturers' boxes was really well done art work.

That is very true. We have all these shelves with nothing but plain brown cardboard boxes on them. If these were sitting on the shelf, they would stick out like a sore thumb. I did find another box of rings and a few dead mice under the shelf. Also found 2 Switzer turbo center sections, both in great shape, one still in the box and these are very old as well.