Mackpro

It wouldn't hurt to put them on. Also when changing your fuel filters. When u fill up your filters before you install them, make sure the fuel your pouring into them is very clean. We have a old MP filter stand mounted on our fuel dolly and small electric pump. The pump pulls the fuel through the filters on the filter stand then out the hose into the new filters to be installed on the truck that we would be servicing.

If the trucks under warranty and the injectors fail, the dealer will install the filter kit under warranty. Otherwise if you want it , you gotta pay for it. They are easy to install. Here is the bulletin. On trucks that are in any type of dusty condition at all , we install the one big filter and its works with one or two fuel tanks. For all other trucks we install the small filters that bolt behind the fuel tank. One kit per fuel tank is required. Fuel tankfilter.pdf

Yes on the new injectors, they seem to have solved that problem. And yes on dust in the air being drawn in through the fuel tank vents and passing through the filters and eating up the injector needle. The old ETECH style injectors worked on about 3000-4000 PSI of pressure where the MP engine is in the 33,000 PSI range. Only takes a speck of dust to mess one up. Its really bad on a local fleet here that pumps off powered cement. The large amount of dust in the air and the big engine fans on the new trucks stirring it up kept us busy with injector kit installs. There is now air filter kits for the DEF tank vents too.

Probably needs an injector kit. We were doing 1 or 2 a week here but have seems to slowed down now. Usually driver will complain at first of a vibration then as times goes by it gets worse and becomes a miss. No fault codes and usually from 60 to 95% engine load. Some cleared up at 100% engine load. If the EGR system all checks out we replaced the injectors and cups and add the fuel tank air filter kits( very importaint). There are a few different kits out there depending on the actual build date. We always call the Mack Fuel Injector Hotline ( yes that have one) to make sure we get the right kit. injector miss.pdf

I think that recall was for 92-98 VMAC1 and 2"s. I looked in the Mack dealer recall list and it dosent go back that far. I have done 2 or 3 trucks using that CL VIN and all seemed super happy with the results. On another friends 2005 CV713 with a 427 AI engine . I submitted a HP request to Mack to bump it to a 460. They denied it saying the EPA would not let them due to only allowing so many of the higher polluting HP motors out there for that year model. . He is currently waiting for the day his turbo goes out and we are going to put on a 460 turbo ( On the AI engine, 427 and 460 turbos are different) and use a different VIN with a 460 to program with. I'll will attach a homemade chart on the 4 different Etech style engines ( Etech, CCRS, ASET AC and ASET AI ) and it will show the turbo and injector differences in the different HP ranges. I only included the most common HP variants. Some of the HP levels I left out like the 275, 300, 330/350 and so on. scan0164.pdf

I personally did my buddies 99 RD . Engine was a 400 and I put the turbo and injectors and 460 program in. Knowing that we would probably have to install the offset key way in. He ran it a few months till the summer hit and he couldn't keep it from over heating. Maybe the bigger CH radiator would keep it cool. This is the only time I have tried this. Swapping the key way would not be bad if they had threaded holes in the cam gear where you could use a puller on it. This would keep you from pulling the cam all of the way out and saving lots of time. I have hear of someone heating up the gear with a torch and popping it off while still in the engine but the uneven heating and uncontrollable temps could not be good.

By the way, this CL has the 92 series rear carries and about every 6 months he snaps a axle shaft or through shaft, he has a torque limit switch but leaves it unhooked. It's a tri axle dump and this only happens on soft ground. Be easy on soft ground with the 460XT

Yes it has the Jacobs brake and air fan clutch, theses things can be turned on or off in the regular parameter programing

The VIN you seek is a CL713 1M2AD62C6YW009499. Its a 1999 plain old ETECH with the engine ECM programmed from the factory to 460XT. This program will not load on a 02 and newer CCRS engine ECM's. .

So true Dirtymilkman. The CH cab hasn't changed much except for cutting a hole in the firewall for a doghouse for the MP engine and scooting the back wall back a few inches , to make room for some of our larger drivers. I remember getting in our first CH's on the lot back in 89. All were silver with blue strips and had the fiberglass MH doors on them. E-6 4-valve head manual pump engines. Those a were the days. I don't remember doing much warranty work on them babies!

Probably needs as cluster. But try this first. sb732005.pdf

Be careful what you wish for. Im sure the next generation of trucks/cabs will be made of thinner and less metal and more plastic. Change these days usually means a less quality product.

Does it have 2 spin on fuel filters? Or 1 spin on and a Davco clear bowl filter set up? The Davco has a check valve in it that goes bad.

Being a 2001 you might not have to replace the cam key. Starting in 01/02 the CCRS style Etech came out and it uses the same cam key way regardless of HP. Also the CCRS engine didnt have the 460XT as I remember. On the CCRS 460 engine the engine needs the wastgated turbo as the data file looks at boost pressure all the time. However the CCRS 427 uses a regular style turbo. What is the last of 6 of your VIN and model #

I had 3 Tyson trucks in a row with bad camshafts, This would cause that cylinder to have so much unburned fuel that it was starting uneeded passive regens when the soot ratio was very low. However if you soot ratio was high, if the EGR diff sensor ports are clogged or sensor bad ,the ECM is seeing low pressure/flow. The ECM opens up the EGR valve farther to get the pressure /flow up to specs. This can clog/soot up your DPF in 50-80 miles.

Unplug DEF pump harness and check for DEF inside the harness connector. Also unplug the Turbo actuator connections and recheck. I had a turbo actuator short out the J1939 line and cause the DEF level sensor not to read as it is on the J1939 line too.

Probably a fan clutch issue. Is your fan clutch huge with aluminum heat sink fins on it? If so, its a Borg Warner Cool Logic and they are junk. We have a 2015 here that has had 2 replaced and we finally changed over to the Behr type fan clutch. Look for signs of oil specks splattered on the front of the engine. If you have the Horton air fan or the Behr type your OK.

The fan can stay engaged for awhile after the high pressure switch it opened. Usually its set at 60 seconds. This a parameter that can be changed in the engine ECM. Factory setting is 60 seconds.

The AC high pressure switch should be a green and round and opens at 300 psi. Is someone installed the wrong switch or got it plugged into the wrong place it could make the ECM think the AC head pressure is over 300 psi

This was the unit we installed, it came with everything for the R model ( unit, compressor , brackets , condensor, drier , switches and hoses)But as Kscarbel2 said, get a factory AC compressor mount , as the ones that camee in the kit never stayed tight.

I installed lots and lots of the Red Dot "between the seats" units back in the R model days. Had the be the coldest A/C ever, never saw one that would get above 39 degrees output temp. Had to run them on low. Downfall was your elbow would smack it sometimes while shifting if u had long arms.

12 volt power goes through the air solinoid all the time. The engine ECM grounds it internally , when the ECM tell it to engage it breaks the ground and fan engages. High water temp, high intake air temp and A/C high pressure will engage fan. With engine off, shoot air into fan clutch and see if it disengages. That will rule out the fan clutch its self. Make sure you have system air pressure going to solinoid (130 + or -). Other wise have a laptop hooked up to it and check switch status to see whats engaging it.

Its more than an ECM swap. Your ECM and be downloaded to a 400 with no parts change however a bigger crank balancer is recomended. To go to a 427/460 you need turbo and injectors, camshaft removed and off set key way installed in cam gear ( or it will run hot, trust me it will). And of course download the ECM bumped to 427 or 427. This is on the eairler ETECH's 1998-2001. 2002 and up CCRS and ASET style has fixed cam gear key way so you dont mess with the cam. This is how the dealership/factory says to do it. You could always go to some aftermarket injectors and turbo. Just swapping an ECM is risky. Different software levels and options could really hurt instead of help

Make sure you dont have a A/C high pressure issue causing the fan clutch to stay engaged. We have seen problems when the defroster is on it also turns on the A/C compressor and if there is a blockage and the high pressure sensor is tripped it will turn on the fan clutch. Mack has 2 types of electronic fan clutches and 1 type of air fan clutch.

2004 was the worst year. They stuffed the then "new " EGR motor into the CH/CX standard frame with no room for a bigger radiator. 2005 and up they came out with the CHN/CXN with wider frame rails in the front to allow for bigger radiators. Alot of engine updates came out in 05 and 06 to help with various issuses. I would hold out for a CHN or CXN,