Mackpro

The Reman center was also on strike along with most all of the parts distribution centers . When orders were placed for parts that were unavailable, Mack would pull the items from dealers willing to give up them up. In the case of the rusty injectors, they were probably installed in an engine and test drove and pulled back out and stuck back in the box only to be sent back to Mack to be sent to the requesting dealer. Sadly it happens. During the strike , my buddy needed some Aset AC 460 injectors and was unable to get them and had to go aftermarket.

The wires that rubbed the ABS ecm were wires coming out of the VECU. No telling what wires were shorting out . Seen this issue on more ETECH trucks than I can count.

We still have a few ETECH trucks running at my work. Last week we had a random low power complaint with no codes or malfunction light coming on . Pulled the kick panel down in front on the passenger seat where the VECU and ABS ECM are located. Found wire rubbed on the ABS ecm and kick panel and the cab it’s self. I took lots of pics of this issue but out of data to post them here. Repaired the wires and problems went away. If you had access to the older VMAC 3 diag program ( not Tech Tool) you could test drive while watching the “Active Code” screen as sometimes a code will pop up on the screen and go out before it logs the code or turns the malfunction light on . Also there’s shims on the timing sensor on the camshaft. Too deep or to shallow and you will have issues.

Last night I put exhaust manifold gaskets on a 2002 CCRS 427 in a CH . Easy job and took about 3 hours . I told the owner , never ever sell this truck or you will be sorry later.

We always did flat side down. The weird stepped liners were pre-ETECH only best I remember. I think it was 1991/1992 was when they stopped the stepped liners

As far as the “Turbo “ pipe ( pipe coming off the turbo) The very first CV’s with regular ETECH’s ( very few made) their pipes were 5” in diameter all the way down under the cab to where they necked down to 4” where the flex pipe slid on . On the CV’s with the AI engines, the turbo pipe necked down to 4” right behind the turbo. The original ETECH pipe is still available through Mack and will fit the CV’s with the AI engine but is really tight. I used this pipe for a buddy’s 2005 CV and chopped off the 4” necked down part and did a full 5” flex and fab’ed up some elbows to a full flow 5” in/out muffler. We experimented with some software (. 427 Australia file) along with the exhaust but he sold the truck before we could see if it helped the performance.

The dealerships have access to CBR “ Case Based Reasoning “ . They can type the VIN in and the fault code and it comes back with the latest fixes for the fault. This newest info is not usually put into PTT Tech Tool until a big update is done . We check for PTT updates daily. See if your local dealer can run the fault code numbers in CBR.

My buddy who is still at the dealership said It looks like in the past , the engine ECM data files and software has been updated several times. And the dealer did install the correct file for misfire/ white smoke . To get your old file back the dealership would have to request it through their E-service email system with corporate. Hopefully the dealership and corporate can get it swapped back

On some , there is a fuse directly plugged into the back of the radio.

What the last 6 of your VIN Wilbur. ? There was a “ White Smoke / Misfire” Service file up to and includeing the 2000 year models.

Also the dealer can submit a HP upgrade request . Corporate will respond with what HP levels are available. Depends greatly on the transmission torque rating and truck model and what was available at time of manufacturing.

When hooked to the truck with Tech tool / PTT. Click on the “Test” icon , then click on “Service and Maintenance “. Then “ Product Information “. Click on Engine Control Module “ . It will show current HP rating . Or look at engine label on valve cover. When a HP upgrade is done , the dealer is mailed a new engine label .

Usually it’s the engine ECM has died . See if you can read the engine hours in the display under trip data . If just dashes shows up and no numbers then there’s a good chance the ECM is fried. Hopefully is just a fuse though but be prepared for a ECM

The turbo and EGR valve and egr cooler has to come off . You run the risk of turbo or EGR valve bolts breaking off in the turbo or exhaust manifold. Plan on getting a new exhaust manifold. Plus the oil lines going to the EGR valve might be frozen. It’s not a fun job at all . However, I’d much rather do this than a Bull gear job. But that’s not saying much .

There is no coolant in the oil filter housing . Sadly it’s probably the side cover/oil cooler gasket leaking . Seen several leaking . Early Mp8 side covers had a grove machined in them for a rubber string o-ring . Later the grove was eliminated and a standard metal/rubber gasket was implemented. Best I remember Mack quit making the original style gasket and cover . We always upgraded to the new cover and gasket when they leaked or had issues. Also the big square o-ring between the water pump housing and side cover has been know to leak. But it’s well forward of the oil filter housing .

On a 2001 non - CCRS 460 ETECH. Your peak torque come on at 1200 rpm and holds till 1500 then starts slightly dropping at 1600 down to 1850 where it’s drops to nothing. Good news is , peak horsepower comes on at 1600 and holds strong till 1850 then drops like a rock. ,

And yes that is the correct sensor

There is a pass through connector right on the driver side of the oil pan

If you don’t have the Step 12B Software in your Vechicle ECM then your ok to replace it with no issues. If you do have the new software then it helps to have it calibrated.

That’s gonna be a hard one. 2004 CX’s were an oddball year. They were the first year for the Aset engine and crammed it into the narrow CX frame . They were the only year to use that round connector to connect the engine wiring harness to the chassis/cab harness. Starting in the 2005 the wide fram CXU ( and CHU) came out and the round connector was replaced by a rectangle connector.

It’s a possibility that the camshaft will have to be replaced when adding a engine brake . Mack has a few service bulletins out there on adding Jacobs engine brakes to the ETECH style engines .

Oil temp sensor is in the oil pan on all the MP series engines . And when I say in the oil pan , I mean you have to remove the oil pan to replace it . The oil level sensor is also part of the oil temp sensor.

There was a recall on the flasher on about 24,000 CHU, GU and CXU models . You really need to get a flasher from a Mack dealer . The prongs are extra long on the Mack flasher, this is needed as the wire connection are deep in the fuse panel. Standard electronic flasher prongs barely reach the wire connections in the fuse/relay panel . Also check for the wires pushed out the bottom of the panel . Lastly, if all looks good , replace the turn signal switch, we still go through turn signal switch’s in our fleet.

The AC 310/330 Maxi-cruise was a common engine in the single axles Mack’s . It puts out 1360 ft pounds of torque which is that a AC 350 has . It shares the same injectors as the 330/350 and 355/380 engine, it also shares the same turbo as the 330/350. It could possibly be upgraded to a 330/350 with no hard parts changed if you could find a dealer willing to do it .