Mackpro

We have 8 common rail engines running around here for the last 7 months, so far so good. We have not had to pull a valve cover yet. I was hoping they would put a high pressure fuel pump where the REPTO /flywheel pto goes and redrill the head and go towards a more traditional form of common rail but so far this seems to work.

Loosen the injector lines one at a time at cylinder head about 3 turns and pump hand primer pump till you get fuel coming out, tighten and repeat on at least 3 lines then try to start, the ASET AI and AC are hard to get air out of fuel system.

Did they check the H ring height ? The hold and line up the roller lifter with the cam . If they have been damaged or moved due to past cam failures then the lifters won't last long.

I went to the Atlanta school on the common rail engine last year and not much was known on it at the time. I think we were the first or second class ever. Yep hollow cam and no more balancer on the end of it. A few tech bulletins in CBR on checking for leaks under the valve cover. I haven't read them but I wonder if the $10,000 smoke machine that Mack sent all the dealerships is used. The only thing I dont like about the common rail engine is that the AHI module is made into the fuel filter stand. Better change your air drier filters! I been to the Chicago school a few time back 10 years ago. We get the choice of going to Atlanta or Chicago for school but since we only go in the winter , we head south. Heard stories of twisted cams on the new engine but it was on test trucks in Europe and was fixed before they got over here.

All the CXU's, CHU's and GU's in the shop all say 3.0 pounds. With Sleeper is 3.5 pounds.

I'm assuming will crank but no start. If so, with key on, can you read the engine hours on the tachometer? If so the EECU and VECU should be talking back and forth to each other and that's good.

The new intake gaskets are steel core and wont blow out like the old ones. I dont know when they phased in the new gaskets.

1100-1200 would be be high in my book. Early Etech style engines had issues with intake manifold gaskets blowing out. They came out with steel core gaskets now that solved that problem.

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A customer of ours has close to 50 asphalt dump trucks and 90% Mack. 20 of them are 2013-2017 GU's with MP7 and MP8 engines and 2 are M-Drives and rest Allison autos. A couple have been back for software updates and 1 for a particulate matter sensor. Other than that zero issuses.

I allways tell everyone to unplug engine ECM and check for coolant the connector/ECM area. Seen it way to many times

Not much info on troubleshooting code but pointer on flywheel should be on "0" and then on "TDC" on camshaft. If early MP7 with no DPF use timing marks on rear of cam. Sometimes the marks on the rear dont match the front.

The ambient are temp sensor is located on the front cross member on drivers side. Its a green sensor in front of the radiator. This option can be turned off by a reflash from a dealership

I did a cam job on a 1994 E7 today. I like the old trucks ! Yep , stand up oil/filter change!

Yep, we had just as many KW's in derate as we had Macks this week.

Ahhhhh that European Reliability.......

Yes , your at step 12b

What's last 6 of vin? And CV713 ?

Being the code is for low EGR flow. Either the EGR diff sensor is not reading correctly or the cooler is plugged. In the first bulletin it talks about the cooler being plugged and replacing the cooler and updating the ECM programming to prevent the cooler from clogging again. We always try the updated EGR diff setup and a engine ECM update. Then see if it solves issue. If code returns the replace EGR cooler, this is last resort as the turbo bolts usually break off and is never fun.

Dont waste your money on the throttle pedal. Hopefully you have the Step 12B in the vechicle module ( VECU) with the throttle pedal calibrated. The VECU is all about the throttle pedal not the engine module (EECU). So once the VECU is at Step 12B and throttle pedal calibrated your as good as it gets on that end. The rest is then in the engine module (EECU). Here in the EECU is where the different HP levels and special "Smoke files" or "Australian " files come into play. The VECU controls throttle, tire size, gear ratio, trans type, cruise control and road speed and the VIN is stored. Always keep your VECU with the truck. You can reprogram the EECU with different files from different trucks ( as long as ETECH to ETECH , AI to AI, ect)

if 2000CL713 had a code reader and could tell us the FMI it would help. If FMI is 8, I'd keep driving. FMI 8 is abnormal frequency response. This usually happens at cold start up and goes away as engine warms. Once or twice a week = ok. Every day then change EUP. If FMI is other than 8 then EUP or harness issues

Yep , that's new newest sensor but the Venturi pipe might not be updated

This bulletin might not be the newest but shows the old and new type sensors EGR Diff sensors.pdf

Your EGR Diff sensor. Does it have the round plug or is it the newer one with the yellow sliding lock? EGR low flow MP.pdf

Yes , the chrome one that covers the top of the EUP's