Mackpro

Anyone think Mack will ever offer their own version of the volvo I-Shift auto trans with the MP10. Also wonder if the upcoming Maxidyne version of the MP10 605 will have even more h.p. or torque? That's a combo i'd like in the Titan.

hello mackpro first offall the netherlands is a country in europe whit the only DUTCH MACKFANCLUB in the world for about 30 years now.we all loves MACK overhere .and could you tell me whitch part was made overhere in the netherlands i am curious wo makes it thanks greetings rene

Didn't mean to offend anyone with my comment about the Netherlands. I know Mack is famous all over the world and am glad you like Macks as much as we do. The part looks like the engine thermostat housing. Mack might have another name for it though. I know the coolant filter stand assembly is made in China and some of the brackets for the alt and a/c compressor and fan shroud are made in Great Britan. When I take these MP engines apart it's weird to see where all the parts come from.

Heres a new MP-7. Is the Netherlands a country? And right below the MP7, India, Soon the only jobs in the U.S. will be to sell, service and assemble the stuff we buy from overseas.

Sorry forgot the pics

Heres a new MP-7. Is the Netherlands a country? And right below the MP7, India, Soon the only jobs in the U.S. will be to sell, service and assemble the stuff we buy from overseas.

Tools for tightening fuel lines????????? What do you mean? Maybe we should use something like that in the plant! NOT!

Big recall on all ASET AC engines, 39,310 trucks, Replace injector lines and use special tool to tourque lines. Every tech that puts them on has to watch a video and take a test to get certified to install injector lines now. We do about 3 trucks a week. If you dont do it right, fuel leaks onto the exhaust manifold and engine catches fire, ask us how we know.

Hey not trying to change the subject on you guys but........ speaking of vcads is their any way to change parameters (primairily pto rpm) on on a volvo ved7 1998 electonicly controlled pump.? I picked up a cab over wx volvo and have a customer who is having me modify and install a TMR mixer to feed his cows.. I have a snap on modis but all i can do with it is read the params not adjust them. ANy help would be apreciated!!

I dont know on a Volvo. Our VCADS program is the same one the Volvo shops use but to use the program every tech has his own password and that password lets you into the Mack side or the Volvo side. If you work at a dual dealer you can use it on Mack or Volvo. We are Mack only. I am clueless on the Volvo, sorry

Mackpro68 Where are you located in Western Ky? Block

Paducah

Come on Mack/Volvo do we have to go to China to get a exhaust manifold pipe and Great Britian to turbo clamp. We have enough people here out of work. This is on a 2008 MP-8

We have designated computer for the vads!We wiped out ALL unnessary windows programs games and crap that comes with the windows

OPS the dam thing is still as slow as all get out!BUT it dosent error out nearly as often!

Speaking of programs that is another expence to add in to a dealers bottom line!I,m not blaming Volvo for this stuff cause Mack did the same stuff for years

We got esentul tools weve never used from vmac 1 era Fuel pump drive alinment tool,H ring installer Never touched one! the list goes on!

The new tools for the tightening of fuel lines that leak anyways and endup having to tighten em by feel .Its pretty much a crock!

Then the customer wonders why the shop rate is so high. the above is all part and parcel of the expences!included is the time it takes to stand watch a slow computer program work

We went and got the Mack recomended Toughbook computer and have our Mack programs for VMAC1-3, Eaton abs program, Bendix program, Cummins INSITE and VCADS. All work great except for the VCADS, we tried to install the Preium Tech Tool and when we did it was like watching a snail run, way to slow. You could click on Vcads then go to the bathroom then go get a drink and smoke a cig and then see if you can log on. We had to take off the Premium Tech tool till we can get another laptop, which sucks because it has the only manuals for the DPF troubleshooting, Mack dosent make any books/paper manuals for DPF's and they say they wont , you have to use the Premium Tech Tool program.

I thought our VCADS was the only one that never works right! (At least thats what they tell us when we call in! LOL)

They tell me the same thing too " Oh we never had that error code" B.S.

AMEN brother >It all makes sense now. Now I know why my VCADS program is a piece of sh*t<

Did you look at all the essental tools you NEED To HAVE to work on your new trucks break out harnesses yada yada The only people making the doe here is volvo if they don't make it selling the odd, truck their going to make it selling us tools to work on em !

The owner of our 3 stores about lost his mind when he got the bill for the 3 sets of breakout harnesses kits $15,000 . Bad thing is I know we will need them soon. There were 3 or 4 boxes in each kit but not worth $5,000 per shop we got charged.

Bulldog Blues

I don't think this woman has all the facts. And the Volvo spin that was put on it to deflect the blame make me sick.

Our feeling here at Mack, Allentown (not Volvo) is this is Volvo’s fault. They are the ones who cut the engineering and design staff in Allentown. Volvo's the one pushing there designs on our trucks, designs that they were unable to sell and make a profit on in North America. At the same time pushing out the Volvo It system so they can charge Mack more money. Volvo IT is one of the most profitable businesses for Volvo. The problem is we're a truck company!

Sorry for the rant, but the link to this article was the first email I read today (it's going to be one of those days).

It all makes sense now. Now I know why my VCADS program is a piece of sh*t. I have to call Volvo IT about 1-2 times a week to get it to work and I bet Mack gets billed every time I call because the first thing they ask is my dealer code. If I do get it working for awhile they send me an update disk which screws things up again. Well gotta get back to work( R&R #1 injector in a GU713 MP-8)

Those make alot of noise when the engine runs!

Been there done that one too!The engine will run after too!

at least it only cost you a couple of gaskets.

You never confirmed was the gasket in one peice? Dosent much mater as somone could have repaired it after the damage was done.chasing this smoke problem.

the absolute best thing to do is remove them insulaters till the head is back on its real easy to spin them little devils into thw inlet on install.

The tech tossed the old intake manifold gasket so we didnt get to check for cracks or pieces missing but we did check the others. The guy working on the V-8 has been here almost 30 years and I've been here 21 years and this is the second time something like this has happened since I've been here, you can never be too carefull. But the good news is it's fixed and running better than ever. Just wish I'd got to do the test drive. The last time I worked on that Magnum was about 20 years ago when we bought it from an insurance company. It was pulling a coal dump trailer and was dumping the trailer when the top of the ram broke and fell on top of the sleeper then the trailer bed fell onto the ram and pile-drived the ram through the sleeper down between the front seats. We repaired the truck and sold it to the guy that has it now.

Well we figured it out, seems the tiny nut on the engine brake pass-through somehow fell into the intake manifold the when we were adjusting the valves it made its way on to #8 piston. Had to pull head again, lucky no damage other than need new nut.

Well we have run into another problem. We order a new rod and compared it to the bent rod and sure enough it was bent. We installed the new piston on rod and put back in engine. We put head back on. Went to adjust valves and when we turn engine and #8 piston goes up to almost full travel engine locks up like piston is hitting head (or something), all valves on #8 are up/closed, no fuel or coolant on top of piston, all parts# are correct, part# on new rod macthes old bent rod and all other rods in engine. It seems what bent old rod is trying to bent new rod. We still have oil pan off. Any idea? Thanks guys

We put piston/rod back in engine and measured piston to block height at maximum travel. We compared reading to cylinder beside this one and found the piston in the bad cylinder was lower( not coming up to the top of the block) so it seems the rod is bent. We are replacing the rod and hopes this fixes problem. Thanks for the help guys.

The rod is bent!

Which hole did it come from? Looks like 7-8 was the inlet gasket whole or missing a peice Check all the intet manifold gaskets BEFORE you preasure wash this engine!I have seen that happen twice before Caused by water getting in thru a blown out gasket on the inlet manifold!A simple preasure tst of the inlet system will tell the tale if you got any more blow outs.

It was #8 cylinder, we are doing more checkes on the engine, thanks for the info.

We dont work on V-8's hardly anymore but we have this 1985 Magnum RW in the shop with a 1000cid 500hp engine with amiss and fuel smoke. We found the bad/missing cylinder. We had the injector checked, its OK. The valves are adjusted correctly. We did a compression check and the bad cylinder had 200psi lower pressure than the others. We removed head and checked valves, all OK. Got a new piston, liner and rings to install. We got to looking at the connecting rod and to me and the other guys it looks bent. We assume its needs to be straight like E-6 and E-7 rods but we dont really know being a V-8. Need help, Thanks

Had this 2000 CX Mack with a 400hp ETECH engine in the shop for some minor repair and I noticed something weird. The customer or someone had added a homemade propane injection set-up, they had a propane tank off of a fork lift mounted behind the cab and the regulator/valve was on the driver side of the engine, it had a pressure switch with wires on the intake manifold and small hose going into the air cleaner duct. The injector and piping went in right before the turbo intake. Here are some pics. Didnt get to talk to the owner about preformance gains. I have seen propane added on smaller diesel engines but has anyone else seen anything like this on a big engine.

Are the Advantage chassis tractors hauling tankers breaking even under OTR stress or just off-road?

The problems we see are the cross members breaking on the older CX/CH frames, not the new Advantage frames. The trucks were Gas Tankers (Kenan Transport) and chicken feed trucks ( Tyson and Pilgrams Pride older trucks)

Remember all new trucks including CXU/CHU models with MP-8 engines have the DPF exhaust filter which could pose a problem on a motor home conversion. The DPF needs plenty of room/ air flow around it. I wouldn't want to cover it up with side farings due to heat issues. I could be wrong but I have not seen a frame mounted DPF with side farings covering it up. The stand up DPF would be to /fat to use on a motorhome conversion I would think. This does not just apply to Macks but all 2008 trucks, can you say " thank you EPA" As far as the MP series engines we have had good luck with them so far, very few failures and no low power complaints. Our boss has had 2 motorhome conversions done, one was a 2001 CX613 with 460 hp and eaton autoshift, the other a 2005 CXN613 with 460P ASET with eaton autoshift. He sold the first one to fund the second one. Now he's talking about selling the second one and ordering a Mack Titan for the next conversion. He pulls Nascar type car trailers.

We just sold this RW and its heading to Florida to get on a ship and head to South America. I dont know much about the older Macks all I get to work on now is MP series engines. Truck over all is in good shape. I had offered $2500 for it but we sold it for $5000. I was want one for a restore job and this would have made a great one. People overseas are buying our used trucks left and right and shipping them to who knows where.

Since you already have a 427HP, to go to 454HP if you have a VMAC2 fuel pump engine (which I think you do) or 460HP if you have a ETECH engine. Just the download is all you should need, the 427 and the 454/460 use the same injectors and turbo in most cases. I dont know what the download will cost, I have seen some that were free from Mack but you never know. Best thing to do is go to your local Mack dealer and fill out a Horsepower Change Request Form and the dealer will fax it to Mack and in a day or so Mack will fax the dealer back with the parts that need to be replaced (if any) and the cost of the download (if any). If you tell the dealer" upgrade me" the dealer signs the request form and refaxes back to mack where they turn on the download(in a day or 2) The dealer should do this paper work for free or at least we do this for free for the customer because if customer wants the HP we can at least get an hour labor for the download plus parts/labor that need changing. Most of the time Mack will want you to upgrade/replace the clutch to a larger tourque rating unit. We have never done this and have never had any problems. On ETECH engines 350 or 400 HP upgrading to 427 or 460 HP Mack will want you to change the cam keyway to an offset keyway to retard the timing,(unless you have an ETECH CCRS or ASET engine) you must do this or it will run hot in the summer, trust me ,we tried it. Hope this helps. P.S. ETECH 427's already have the offset camkey. Around 2001 the CCRS engine and in 2004 the ASET engine came out, these were easy to upgrade due to the engines all being the same regardless of HP (except for turbo and injectors and download) these engines all had straight cam keys and big balancers so the turbo and injectors and download were the only difference between a 250HP and a 460HP engine. On the MP motors all parts/engines are the same regardless of HP only the download is different.

Around 1991 in CH trucks the VMAC1 computer controlled engines came out but you could still get manual pump engines in RD,DM,Rb and MR style trucks up till around 1997. As far as bumping HP up with computer downloads, it can be done but depending on year model and how many HP you want to go up sometimes requires turbo, injectors, bigger balancer,pistons, and offset cam keyway. When we do HP upgrades we fill out a HP Conversion form and fax it to mack and they fax back what is parts to change. Say on a 1999 CH you wanted to go from 350 to 400 all required is a bigger balancer and a computer download, but to go to a 460HP you need turbo, injectors, offset cam keyway, bigger balancer and download. Really depends on year and how high in HP you want to go. These guys bring their 350 hp trucks in and think we can just walk out to their truck and plug our laptop in and crank up the HP, well it dont work that way. With EPA looking over Macks shoulder its getting harder to get the HOT downloads that we used to get, we are in a fight right now between Mack and a customer because of low power and with 4 dyno results to prove it .

Go to a mack dealer and have them look up the correct part#. Many of the switches look the same but open or close at different pressures. We have seen this on CH style trucks where the tech or parts guys guess and the wrong switch gets put on causes weird problems. Gotta a model # (MR688S) and last 6 of VIN and I can look up the part#