Mackpro

My pic of diagram is 2 big to put here, will try to shrink it down later and put it on here.

I enclosed a wiring diagram for fuse 41. We had some problems with wires rubbing and shorting to ground on to of trans. There are 2 plugs onto of trans, 1 says pto and the other is torque limit, make sure those wires are not shorted to ground.

I think fuse 41 also powers something else, I think the PTO harness on top of the transmission. I have had this problem before. I'll look at the wiring diagram in the morning and let you know.

If this an E-TECH engine ( most 99 engines are), check fuse 41 in fuse box under hood ( on firewall,above drivers side front tire) If its good, unplug fan clutch solenoid and turn key on and you should have 12 volts at on of the 2 pin on the harness side plug.

At a Mack meeting our of our salesman was told that the I-shift tranny was in such high demand overseas that they could barely build enough and it would be awhile before they would be offered in the Macks.

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.

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.

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.

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

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 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.

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

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.

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)

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.

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.

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.