Mackpro

There is a service bulletin on the “4-5 code CCRS “ I’ll try to find a link to it. In the US this waste gated turbo set up was only on the 460 HP CCRS engines, right before the ASET series engines came out . It was an on going battle to keep the boost pressure in the right specs to prevent under boost or even worse over boost that de-rated the engine. We downgraded several trucks to 427 Hp to get away from this nightmare. My favorite truck of all time was the 2002 axle forward CH 427 CCRS with a Fuller super 10

Also if your DOC ( where the exhaust goes into your DPF assembly) is face plugged , it will never get hot enough to burn the soot to ash in the filter. Look up “ face plug DOC”

What kind of laptop program do you have ? Can you view regen temps? During the regen your T2 ( middle DPF sensor) should be at least 880 degrees 3/4 way through the regen . A sticking EGR valve can cause the DPF filter to clog fast. There are test for this if you have the tech tool program. Make sure the ports are clean under the EGR diff sensor. A rubber tipped blow gun hooked to a air compressor works good. But I have had them so clogged I had to use a drill bit to get through the soot

What was the fault code and what sensor did you buy ?

The DRV valve set up is only used to help heat up the exhaust for a regen. They dropped this feature around 2011 when the figured out how to increase exhaust temp by manipulating the injector timing. No EGR flow during regen is the norm .

https://static.nhtsa.gov/odi/tsbs/2014/SB-10083342-6903.pdf EGR diff sensor bulletin

Being it a 2009. There has been at least 2 ( possible 3) EGR valve updates . More importantly there has been many EGR Diff pressure sensor/venturie updates. If the EGR diff sensor ports are clogged then the engine ecm sees no flow even though there is flow. The engine ecm then commands the EGR valve to open more to try to get flow , this over soots the DPF

https://www.macktrucks.com/parts-and-services/support/body-builders/manuals/heavy-duty/. Lots of good information in this link here but I swear at one time they had info on how to set up the parameters to run a driveline pump for the concrete pumpers and what possible derates there could be .

At this point I wonder if it’s programing done by the bed company (Putz) as a safety feature and limiting RPM due to something going on with the bed ( transfer case temp) ? The Mack Body Builder online manual has lots of free info on possible parameter settings for theses types of Installz. I’ll link the page soon

I believe on your year RD, the oil pressure guage is mechanical ( braided line coming off filter stand going into cab / back of guage) . The engine ECM could care less about the guage , its looking at the signal coming from the oil pressure sensor. Without at diagnostic reader of some sorts ( JPro , tech tool or the old VMAC 3 program) you can’t see what oil psi the engine ECM is seeing even though your guage reads good. Most trucks your year were only set to shut down on low oil pressure or high water temp. But the low coolant level shut down could also be turned on as well .

The first few years of Mack putting the MP engine in their trucks, you better remember every recall, service bulletin and product improvement campaign because you we’re gonna use them several times a day ! Lol. I saved every email mack ever sent out since 2005 , they were good about sending out info to the service technicians . That slowly trickled to a stop by around 2014

https://www.trwaftermarket.com/globalassets/na/trucksteering---literature/steeringcolumns-lit/steeringcolumns-sp/col_192.pdf

Here is the recall information and how to adjust the column, most of the time the gas cylinder goes bad and won’t push the locking arm hard enough,

Someone could have put a used dash cluster in the truck. The milage stays with the dash cluster. On the newer trucks ( I think 2013 and up) the other ECM’s also log and save the miles. But only what’s in the dash cluster is displayed. Tech Tool can be used to see if the ECM all have matching VIN numbers is see if it has been changed

The cam gear sensor sometimes needs shims on it to get it set right , there is a tool to measure if or how many shims are needed. Also did you the cam gear timing tool with the little rod / pointer that goes in the hole in the block ? It’s easy to get a tooth off without the tool . https://www.freedomracing.com/j-44514-b-engine-timing-kit.html?___store=default&gclid=Cj0KCQjw06OTBhC_ARIsAAU1yOVcfK5KSfGydFWvQMI0R_gYML4GjYXgKC3CxHeBBHVSP3olEk9UnRYaAgcTEALw_wcB

Sadly , the reman ETECH engines will be painted MP red as the Mack re-man center cannot get the grey paint . I would not have believed it but I saw the bulletin myself.

Garbage truck? Road tractor? M-drive trans or Allison trans or manual?

Also , I believe the Berh fan clutch has been replaced with a different brand clutch that looks very similar and uses the same fan blade and no download was needed. We just replaced a Berh fan clutch in one of our 2016 CXU’s . It came in a Mack box but it was not made by Berh.

Being that the truck is a 2008 it would have come with the extremely large Borg Warner Cool Logic fan clutch. They were very prone to failure. They finally came out with a much smaller fan clutch by Berh that requires a new fan blade and all hardware and this all came in a kit from Mack . There were about 6-8 different kits for different engines and truck models. This also requires a software download from the dealership to make it work correctly. They used the same harness plug connector but one fan clutch used more pins than the other . I also have the parts list and instructions for each kit and diagrams showing how to mount the bracket that holds the wires on the fan clutch. P m me if anyone need them

All the AN (Anthem ) PI ( Pinnacle CH ) and GR (Granite) now have the LCM Light Control Module from Volvo. Adding or changing lights to the existing wiring can cause weird issues.

The gear does comes off the fuel supply pump. No special tools needed . I’d be more worried about the idler gear that runs the fuel pump gear. This could turn into a extremely large expensive repair real quick,

I had a buddy look up all Mack/Volvo Vins and serial numbers ending. In 001409. There were 211 . Only about 60-80% had actual 17 digit Vin numbers. The rest only offered a model number such as DM611S, BM811SX , MR685s , etc . Some of these were build dates in the 1960’s

Exactly, not a true common rail rail system but somewhat better than we had .

The old VMAC 3 software is getting harder to run as laptop operating systems are updating so fast now a days. Uninstalled your Nexiq drivers and Go to Nexiq website and download the newest drivers . We had problems running Cummins Insite and the older VMAC 3 program on the same laptop because they both used the Nexiq interface.

I have heard good things about the MP8HE and far as Performance and MPG especially on the Volvo side. I hear this is going to be the standard engine in certain Volvo truck models. My buddy had to do a long Bob tail test drive in one and he sent me a pic of the trip and average 17 mpg. However if I bought one I’d max out the extended warranty and plan on trading in not long after the warranty goes out . That passenger side of the engine is pretty busy.