Mackpro

Any guess in what I'm doing today? 2014 CHU MP8 with 215,000 miles. Vibration under a load (97,897 pounds) . Exhaust brake pistons were tight.

Always remember that these Behr fans never totally unlock and free wheel like an air fan clutch. Also they should never be totally locked solid like an air fan as well. If the clutch/fan is locked solid to the pulley and the only way to turn the fan is to slip the belt then the fan clutch is bad and needs to be replaced. Also in cold weather it can take quite a while for them to disengage .

With the old Mack software , we usually go into switch status and see if the fan is commanded "ON" and also if the AC switch says on. Also the intake manifold temp sensor, if its over 175 it will command the fan on.

Now for something completly different. Still a work in progress as the owner says.

I believe there's a ground breaker under a black plastic cover mounted to the air cleaner housin bracket, this is all the ground to the cab. You might add cab to engine, cad to frame grounds. Worked on very few MR's as all the refuse companies and city owned MR/LE had their own shop's thank god! Lol. I looked for any diagrams that included the Allison and only had what I sent you the other day. We only have 1 old sheet on the VMAC 2 wiring .

You can get a 505 in a GU with a M drive or a manual trans but no can do with the Allison . Big differences in the thermostat housing and cooling piping on a MP engine when you got a Allison trans. However this truck with the 455/ Allison and Mack 4.19 rears works really well on and off road.

We have had very good luck with the Bendix ESP on the Mack since 2004 I believe. One of our big local chicken hauling fleets were constantly flipping over their macks till the Bendix ESP was finally installed. I don't believe they have flipped once since. Sadly our body shop doesn't get to do cab replacements like me they used to. It has worked better than I ever expected . However the Bendix ACC adaptive cruise control is a total nightmare in the macks. The seeing eye is constantly failing and getting out of adjustment . Since it's tied to the cruise control , when it fails the cruise won't work as well.

On 1998 to 2001 ETECHs , if fuel is coming out the head at the injector lines , then the o-rings on the injectors are leaking and return fuel is coming out around the injector line. If the fuel supply pump is the original then I'd replace it. Low fuel pressure can cause some crazy engine misses that can jump from cylinder to cylinder

Speaking of Mack/Volvo corporate. I spent most of last week fighting with them over specing out my good friends new GU. They finally did come out and say why the customer can't have it the way he wants it but it was like pulling teeth. Long story short , Mack makes a 505A just for Allison trans. We try to order it in a GU , . It gets denied. Come to find out the GU's radiator is to small to support the 505 and a Allison with the big heat exchanger on the back of it. However if your in Canada or Alaska you can order it. You can get the combo in a CHU but they wouldn't let us get a steer axle bigger than 12.5k. Customer was not happy however he order one any way that matches his 2016 GU 455/Allison except the new one will have the common rail motor. So far the common rail engines that we have sold have not returned with any issues, were keeping our fingers crossed. My friend has 2 CV's and this GU. Keeps them pretty clean. I spent a few days tinkering on it with some part upgrades and adjustments. Quote Edit Options Add to BMT Wiki

lol didn't mean to post this in this thread!

Sorry , I meant to post this in another place instead of here! Lol. Speaking of Mack/Volvo corporate. I spent most of last week fighting with them over specing out my good friends new GU. They finally did come out and say why the customer can't have it the way he wants it but it was like pulling teeth. Long story short , Mack makes a 505A just for Allison trans. We try to order it in a GU , . It gets denied. Come to find out the GU's radiator is to small to support the 505 and a Allison with the big heat exchanger on the back of it. However if your in Canada or Alaska you can order it. You can get the combo in a CHU but they wouldn't let us get a steer axle bigger than 12.5k. Customer was not happy however he order one any way that matches his 2016 GU 455/Allison except the new one will have the common rail motor. So far the common rail engines that we have sold have not returned with any issues, were keeping our fingers crossed. My friend has 2 CV's and this GU. Keeps them pretty clean. I spent a few days tinkering on it with some part upgrades and adjustments.

Hours are stored in the engine ECM, Miles are stored in the VECU ( vechicle ECM in cab) . You are loosing power or J1939 communication to the engine ECM.

I think the factory used to say first valve adjustment at 75,000 miles then every 120,000 after that . However that was on new engines . I think I would give it more than 5000 miles to let the valves and seats to wear in before adjusting the valves.

Mack wiring diagram. The "fan clutch sol" you see in the pic is just a connection for Horton air fan and not used on your truck. scan0399.pdf

Fan disengage harness

All the Tech's here have made a jumper harness that puts 12 volts and ground to the fan itself. If you run engine for 10 minutes with jumper installed , fan should disengage. Even when this fan is working correctly, it could take 15 min to disengage in very cold weather. Fan should never be locked solid. IF you cant turn fan without slipping the pully on the fan belt then the fan clutch is locked solid and you have to replace it.

That's a SID-277 FMI-5 sadly I don't have my book with me to tell what means. MID 128 means engine though.

Heres some info on it. Behr fan clutch AC engines.pdf

VMACI and VMACII are totally different than VMAC III . I'd say you need the complete engine and cab harness and all the ECMs to make it work.

There was a recall on the fuse panel on most models due to water getting into them, have you installed a new panel? What your vin and I can see what I can do

If you operate in very dusty conditions Id consider installing the fuel tank air filter kit so save your injectors, Any time we install a injector kit, we install the the filter kit if not already installed. Fuel tank air filter kits.pdf

FJH, did you see the new bulletin that came out today on the engine brake pistons? We ordered the tools, they were not to bad on the price, I was shocked. We have been seeing alot of these come apart here lately causing lots of problems. Exhaust Rocker Compression Brake repair.pdf

A very close friend of mine owns several Mack's and Volvo's that pulls freight for FedEx. All with the MP/D11/D13 engines. A few years back he got a deal on 3 brand new left over Volvo's with Cummins engines in them. They broke down at about the same rate as the MP/D engines but were harder to get repaired as not all Volvo dealerships are Cummins certified. And repairs seem to take longer. Long story short , no more Cummins for him . I might add though , the Cummins Insite diagnostic software we have is years ahead of the Mack/Volvo Tech Tool software we use. And the Cummins dealer that we do business with has helped us out many many times and I can't thank them enough.

I got word from someone who was at a Volvo meeting , that yes the D16 is gone . But they are concerned about losing the heavy haul business and will start pushing the 600 Cummins in their heavy duity chassis. If that's true , maybe Mack could tweak the CHU enough to fit one in?

In both our VMAC 1 and VMAC 2 books I could not find a 3-6 code. 1996 model should be a VMAC 2 however the 1996/1997 tune up guides list both engines as still being made.