Mackpro

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

Use new injector hold down bolts and inspect the injectors closely or you will be doing it over soon. There are lots of steps . Get and use the graphit paste like it says. The inector now ony uses the top o-ring. Take your time and you will be OK. We have had a few customers buy the tools and try it themselves with mixed results. Sleeve replacment.pdf

Do a starter draw test if you have the equipment. Should be 650-700 amps. We had a few trucks that were 1400 +amps and seemed to crank great but it was pulling voltage away from the ECM's and the EUP's would not fire. It happened off and on. You could check voltage to the engine or VECU while cranking and it should be around 10 volts and not lower. Heres a "crank no start" check list engine_cranks_no_start.doc

Bad wiring/rubbing ground or open , which sounds easy till you try to find it on a MRU or a LEU. They do have new updated part # on the atomization module Atomization Moduel.pdf

Here is a low power checklist from Mack. Its for the ETECH 1998 through 2001. It might also be helpful on the 2002-2003 CCRS engines as well ETECH low power checklist.pdf

In this home-made chart. A 355/380 has alot more torque than a 400. Any thing bigger that a 400 needs turbo and injectors and cam key way changed. This is 1999-2001 ETECH,'s only and not the 2002 and up CCRS engines scan0378.pdf

Here are the spec sheets on the 310/330, 330/350 and the 355/380. If you have a Mack trans your good regardless of HP. Some of the Eaton Fullers with the lower torque rating might be an issue but i doubt it. scan0379.pdf scan0380.pdf scan0381.pdf

I think there were 3 different centramax systems. The first one screwed up from the bottom and had the rubber elbow hose off the bottom that drained back in to the block. Later on They came out with two different ones , they both mounted from the top, one version was I think discontinued and it was for MR's and LE's and had a white spinner filter. I only saw a few of thoses, I think they came out with conversion kit to change it over to the black spinner filter that were more common. Clear as mud right?