Mackpro

I was just thinking of the camshaft on the way to work. While the hollow pressed together camshaft is nice and saves weight . We have had to replace one in of our early common rail engines. Maybe machine them for a keyway so the lobes wont slip. I like the new set up with the lightweight camshaft because it does away with the big camshaft vibration damper/balancer at the rear. This allows more room for repairs on things like upper timing cover R&R and camshaft timing .

You have the electric viscous or the air fan clutch? If air , fuse 41 in the fuse box out on the fire wall supplies 12 volts to solinoid , the ground returns to J1 pin 9 as you said . The J1 connection is the top connector on a CV as the engine ecm is on its side. Fuse 41 also powers the pto and torque limit harness on to of the trans, as well as the freon high pressure switch

As FJH said , a true high pressure common rail fuel system. Put the high pressure pump where the optional REPTO PTO goes as I rarely see this used. Make the EGR valve and cooler easier to remove/replace. A separate air filter for the AHI as no one changes their air drier cartridge anymore and this the cause of 90% of AHI failures. More/better insulation on the chassis wiring harness. Re-program to where the engine won’t won’t derate when a ABS fault occurs.

The weak-link we saw on the original ones was where the top V torque rod was attached to the top of the Diff carrier. They did some minor updates then a couple years ago finally did a major diff carrier housing re-design and this solved the issue for good. The only problem I have heard is where the V torque rod attaches to the frame . The bolts ( 2 bolts on each side) have been known to break in extreme loaded off road conditions. Theses are GU/GR tri axles max loaded 80,000 pounds+ on rough job sites. The bolts will break on one side and usually on the front drive. This usually tweaks the V torque rod where you can’t get the new bolts to line up and the V torque rod has to be replaced. We always replaced all the bolts while we were there. This was about 2-3 years ago . I have not heard of any problems since. I have only heard of one with a broken leaf spring , a young boy at the shop changed it in less than 3 hours. All in all it is a good set up even though I mostly saw the bad side of them. As I said earlier, all my dump truck buddies have no interest in going back to camelbacks.

Sometimes it’s referred as a E7 engine. The E7 came out around 1987-1988. And was a updated /refined E6 . The ETECH came along in 1998 and it was also referred to by Mack as a E-7. When the CCRS came out in 2002 ( updated ETECH) it still listed by Mack as a E7 . Finally in late 2003/early 2004 the ASET AC and AI engines came out and Mack dropped the E-7 reference from what I can tell . In reality your AI engine is a E7 because the heart and design of the engine is just a updated ( to meet emission requirements) ETECH engine .

Back when the CV’s came out I used to hang out in the salesman’s office and watch him spec out dump trucks. The bottom pads were available in urethane and were a $350 option. No one ever wanted to spend the extra money so they always came with the standard rubber bottom pads. However if you ordered the truck from the factory with a 3rd axle( lift axle as we called them) installed at the “Mod center” , the urethane pads were standard. By the time the GU’s came around we went ahead and spec’ed them with the urethane pads . From what I hear from my buddies running out of the quarry, everyone ditched camelbacks and has been running the M-ride for the last 4 years . Had a few issues the first year and a half but that got straightened out and now no one around here wants to go back to camelbacks .

One of my good friends was in the Mack Masters competitions back in about 2005 . He was working at one of the other dealership locations north of the one I worked at . He tried and tried to get me to join his team. He was a lot better Tech than me and I was afraid I’d let him down. He said the competition was tough and winners were extremely good . He also left the dealership life several years before me and also went into fleet work like me. We both still are stuck working on Macks .

There was a parts bulletin as well MTPI 262-001 exact same info , seems to only affected CXP CTP

Go to Mack emedia https://macktrucks.vg-emedia.com in the keyword search type in SB262001. This was the fitting change on the new pumps for the CXP and CTP

If a Mack Transmission then check the yoke bolt on the back. A lot of the time our trucks come in with the bolt and washer missing. This bolt holds the yoke on and also holds the tone wheel tight. The speedometer sensor reads off this tone wheel. A Fuller transmission can have the same problem but is a really common problem with the Mack trans

I believe the Volvo D16 came out in 2006 with EGR only and only in the VT880. Having worked on a few MP10’s , the engine is massive and is physically much larger than a MP8. Plus the radiator is huge. I’d think it’s next to impossible to cram it in a CHU. Now get a CL with a bad engine and put the CHU cab on it and then paint the D16 red and slap some Mack stickers on it and you might be in business however getting the Mack Vecu to talk to the Volvo engine ecm would be a miracle.

The early CH/CX style trucks had the metal air filter housings. They alignment tabs on them to make sure the housing pointed correctly towards the hole in the hood. This alignment tab was easily bent caused the mis-alignment issue and low power complaints. Later the plastic air filter housing came out and eliminated this issue. The air filter for the plastic housing is smaller and seems to clog faster than the larger filter for the metal air filter housing. Back in 2014 you could still order the larger metal air filter housing on GU’s . The referred to these as a long life filter. We worked on some new very large off road only GU813’s that had the larger metal housings.

That’s good

The cable was available but as far as all the other cab parts for this set up its hard to say what’s available

The original part numbers for those 2 throttle cables were 27RC353P85 and 27RC340P85, the number after the P is the length in inches. They make different lengths just different P numbers. These 2 cables were replaced by the 25162402 as I said above.

Yes , manual pump with cable throttle

The original part numbers both show 85” long cables . I know they made all different lengths of throttle cables

I gotcha

Ch613- 002177 E6 with what I believe has an American Bosch pump on it . Ch613-003377 E7 with a Robert Bosch pump . Originally they used different throttle cable part numbers . Now it goes to the same one 25162402 and plenty of stock out there.

You have a E6 or E7 engine?

We finally cut up one of the expansion tanks that the low coolant sensor pushes into . The sensor pushes up into a pocket with coolant around it but the pocket is sealed and no coolant actually touches the sensor. There is a floating plastic ring with a metal washer inside it that floats up and down over the pocket that holds the sensor. To test we pulled the sensor out of the expansion tank but still plugged in to the harness. With key on , the low coolant alarm went off. We slid a metal washer over the top of the sensor and the low coolant alarm went off as long as the washer was near the top of the sensor. Slide the washer to the bottom and the alarm cones on.

Front drive axle hubs 11QJ4222 (25131406) and the rear drive axle hubs are 11QJ4222P2 (25131407). Old and updated parts numbers shown . Only difference is one has the tone wheel for the ABS sensor to read. No stock at any of the Mack parts warehouses .

With out a VIN it’s impossible to guess. To many axle combination possibilities. A local guy here ordered 7 CTP’s with the spoked Dayton style hubs front and rear to match his older trucks.

The bell housing is pretty much sealed from engine oil so it point to the rear main seal. They update the rear main seal a few years back . The new one goes in what looks like backwards best I remember. We put a couple in and they leaked worse. We found out that we put them in backwards. Check your transmission fluid If you have a Mack manual transmission, the oil pump for the trans cooling is inside the transmission bell housing . We have replaced the piping and hoses and o-rings inside the bell housing multiple times on our manual trans trucks due to leaking into the clutch area. There was updated parts fir this as well. In one extreme case I saw a bull gear go down and eat through the rear engine timing cover/bell housing.

The older ones had the part numbers right on them . 17QF***P*** would usually be the number. The numbers after the P were the important ones. This was the variation or length number.