Mackpro

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.

I would say that more than 85% of our new truck sales have been M-drive and Allison's . Also in the used trucks department, we buy up all the Eaton Ultra shifts we can find as that's what all the farmers around here want. I been here since 88 and never would have thought the auto trans would take off like it has. It would make sense to drop the Mack trans as if someone did wanted a manual, they could order a Eaton. Good or bad , times are a changing.

I finally found it. And Mack does have it in stock. EUP SQUARE O-RINGS.pdf

Part number 935-F00NH37759. I cant get it to pull up in the Mack parts system and they have removed the service bulliten on it. But they are some out on the web for sale.

Right here sb213040.pdf

Here's the oil flow diagram , not sure which filters gets oil first scan0389.pdf

You can do it on the truck, it's tricky but it can be done

Hers some info on the Centri-max Centri-max.pdf

There are about 5 different Mack codes that PSID 90 crosses over to. They all have to do with NOX level or DEF issues. Not much you can do with out the Tech Tool.

Its very hard even for the dealer to look up fault codes unless you hooked to the truck with Tech Tool and get the actual fault code number . Code should start with a SPN**** or P******. Thats the only way we can look them up.

Fuse 74 in the fuse panel on top of the dash is the dimmer/dash light fuse. Or the head light switch which has the dimmer circuit in it. Thats about the only two things I can see