Mackpro

We did up graded the “Fleet” shifter to the “Performance” or as Mack called it the “Premium “ shifter in all the used trucks we sold at the dealership. Best I remember the shift key pad was around $500 then a couple hours labor max . Installing the key pad is easy but the harness connector is very tricky to figure out . I remember breaking at least one . The dealership then has to have Mack turn on the transmission ECM software download . Then do the download and then turn on the parameter . There are 2 different settings. One is when you push the “P” performance button it will stay in performance mode till you hit the “P” again. The other setting is after hitting the “P” button, it will go in performance mode till it feels it’s no longer needed the back to normal shift mode.

The AI engine and the CCRS engine use the same part number EUP’s so it’s entirely possible. Engine brake type would be a concern I would think . There is a good bulletin out there that has all the part numbers and info for engine type and engine brake type used

2-7 code on a Aset engine is the oil temp sensor. It a 2 prong sensor next to the oil pressure sensor which is behind the rear most oil filter . This sensor is usually damaged when replacing the starter.

The override might actually work after all , I just read the bulletin I attached and it said there is a over ride switch for the electric viscous fan, . There are two different harness connections for the 2 types of ECM controlled fan clutches. There are 3 settings for the fan clutches on the ASET’s. “Smart Fan “ which is the electric viscous, “ On/Off” is the air fan setting, then there is the “None” which is a regular viscous fan. If you select the “On/Off “ setting then only the 2 wire connection at the rear of the engine harness will work, it would connect to the fan clutch solinoid for a air fan . If you choose the Smart Fan setting then only the connection at the electric viscous fan clutch will work. Also choosing the On/Off setting you are able to set engagement and disengagement temps and run times . The fan clutch is controlled by the engine Ecm but the override settings are controlled by the vechicle ECM ( VECU).

Looks like it’s just 1 degree .

There is as no option for fan override on the electric viscous fan for the Aset engines that I ever saw. The option was available for the air fan though. I have seen guys use a dash switch wired in line with the green high pressure AC switch up by the radiator. Cutting the power to the AC switch makes the engine ECM think there is high AC pressure and turns the fan on .

https://pdf4pro.com/amp/cdn/service-bulletin-mckenzie-tank-lines-685fa.pdf This explains operation and troubleshooting of fan clutch. The colder the weather the longer it takes to disengage after cold start .

This is normal operation

For the ASET engine family I only remember there being 2 different water pumps. One of the AI engines and one for the AC engines. The pulley diameter was the only difference. It was very easy to put the wrong one on and saw it happen quite a few times. The belt might be a little tight or loose but they will easily bolt up and cause cooling issues

Somewhere around 2002 Mack made the coolant conditioner filter an option. That $50 option cost way way more 8-10 years down the road,

I believe this was a factor option exhaust brake . I think it was called the Stealth Brake. Saw a few stick closed and cause issues yo say the least .

The AC and AI engines have 2 thermostats , if one to stick it can cause overheating. Also , if the engine does not have a coolant filter or the coolant SCA levels are out of range , it can cause corrosion in the cooling system. Pull the water pump off and look into the aluminum housing that’s bolted to the block . It should be smooth. I’ve pulled several water pumps off and had severely pitted housings that caused overheating.

Might be a clogged oil cooler inlet screen . I remember the AC engines having them but was unsure if the AI engine had them . This bulletin says both engines had them . http://www.engineprofessional.com/TB/TB011816-1.pdf

That hole is for the turning tool . Usually has a rubber plug filling the hole. Possibly rear main crank seal leaking if oil is coming out of it .

https://f01.justanswer.com/diesel3153/b783e0a3-7099-4672-8fa2-def5c4dff508_Mack_engine_speed_control.pdf Follow instructions on bottom of page 1 and top of page 2 . Common issue

https://www.macktrucks.com/parts-and-services/support/body-builders/manuals/heavy-duty/. Here free access to the manuals for setting up PTO settings

I believe there are parameters that the dealership can program to allow you to do what you want to. In this case .

On this truck., mack warranty time on just the head gasket is 18.5 hours but you can add on test drive and steam clean and take charge time and that would be .9 hours . And diag time can be added as well up to 2 hours .

Build date was 5/18/2000, ETECH 350 HP, Eaton FRO13210C 10 speed trans . Eaton 4.11 rears. Can be bumped to 400 with just a Dealership download. Although they might want to install the bigger vibration damper if not already installed.

You are correct, I wasn’t paying attention to the model year. Also the CH was the the only modern Mack to have a serial number over 100,000 ( last six of VIN)

Very early CV’s had the last of the early Etech engines in them. This was only for maybe 6 months to a year then the CCRS ETECHs for maybe a year and a half then finally the AI ASET till 2007. Which also in 2007 you could get the CTP with the non-DPF MP7. This only lasted 1 year then the GU’s came out in 2008 with MP7 or MP8. And now we have the GR . There was also the CXP road tractor with the MP7 non-DPF that only came out in 2007

I’ll pass it along to my dealership buddy and get some info on it . Should actually be a CHN613 , the CHU didn’t come out till 2008.

Build date was 12-22-04. 460P engine with powerleash engine brake. Came factory with the Fuller RTL016918B 18 speed trans. Mack rear CRD203 carriers with 3.94 ratio. EECU is at step 4 needs to be flashed to step 5 and the VECU is at step 11 and needs the step 12b program.

Check fuse 53 in upper fuse panel. Also the short harness that goes to both pressure switches besides the radiator is know to break inside the insulation. Also pull the kick panel off in front of the AC unit, look at the harness that connects to the HVAC harness, it’s know to rub some of the dash brackets and braces. Should be fairly easy to inspect. Lastly, the thermostat/freeze sensor. It’s hard to see and get to. Reach under the AC unit to the right of the blower motor, it just pushes in . I don’t know of a good way to test it though. Lately we have gotten bad new control panels and compressors . Compressor should have 3-5 ohms , under 3 ohms and it causes weird issues

If the injection pump timing has not been checked in a long time I would get it checked and bumped up one degree over what it says on the valve cover. No more than 1.5 degrees over factory or you can get overheating issues. I remember checking pump timing on high mileage trucks and finding the timing can be as low as 2 degrees under factory due to slippage and gear wear .