Mackpro

Just make sure you have some sort of "winter bypass" as part of the system...that return fuel is what keeps the tank fuel warm enough to prevent gelling while the truck is on the road. Start cooling the return fuel too much, and it increases the need for anti-gel additives. Around here you might be able to get away with something like that...even without a winter bypass....but for an OTR truck that spends any time up north in the winter, it could potentially cause problems.

His truck sets all winter but I can always unscrew the hoses and put a union in and bypass the coolers if he needs it. Just wondering if it would even worth it to install it. Already got a 460 turbo, high flow muffler and a "Hot" enine ECM file installed , hits 35 psi boost but just need a little but more.

The problem mainly is the return fuel coming out of the block/fuel galley back to the tanks, I think that is where most of the heat comes from. Thought I might put a left over trans oil cooler in the return fuel line and another one on the suction side. My buddies CV with a AI-427 will try anything cheap for more power.

Thinking about the ideal of a fuel cooler. I noticed today that the fuel temp in the tanks were 100 degrees. Wonder if running through a cooler to get the fuel temps down would help preformance? I know the drag racers do it with gas engines. Any thoughts out there?

We have seen this problem and its usually a loose wire connector not pushed all the way in at the large firewall/bulkhead connector. Its a pain to find. I'll see if I can get a pic

$43.19 here at our shop. Part # 279gb43m. We usually change them once a year.

thanks

sounds like a plan.

im in salt lake now, i am sceered to tear into it out here. if bolt breaks im screwed....

i think 68 is on the french riviara this week, not gona bother him till he gets back to work.

when i seen how hot mrs. mackpro is, i thought maybe he was packin like john holmes. but i figured it out HE'S RITCH.....

Back from vaction for a few days then off for 5 more days of fun. I married a much younger girl and Ms Mackpro is a Princess (so she thinks) so thats where all my money goes. I think I replaced the boost pressure relief valve on yours, if not I know I have had it off atleast twice and checked it, Im sure I screwed it in farther and peened the end over so it wouldn't back out. Im leanin toward EGR valve or turbo actuator. Gotta go put more suntan oil on Ms Mackpro

Little help hopefully, lol. Have a 2001 rd688, been in it since 2005, last year or so the lighting bolt lights up and shut down light comes on. Started with a lose in power as driving then would pick back up, speed meter stopping, yeah crazy. Rolled her in the local mack put in a new pedal, and new vecu updated version. Run alot better but I be dam the light still comes on and once in a while cuts off for a split second, more like a nose dive and picks back up. Here lately completely stalls out, will crank and run for about 30 seconds and shut down. May or may not stay running. Some days no problems at all, others cost me out the ying yang cause it decides its tired i guess. Light blinks code 9 2. All connections, batteries, etc were checked. Mack built it, If they don't know, I sure don't, maybe someone here does. Usally the lighting bolt lights up may or may not stay on but if it does then the speed meter quits, from there the shut down light comes on, from that sometime complete power shuts off, or the lights go off and back to normal. Honestly what good is it if ya scared to leave the yard in it. Thanks William.

9-2 code is low voltage to either the engine ECM or the vechicle ECM. Start from the batteries and start checking every cable and connection, Check the block to frame grounds, look at the ground wires on the side of the block under the starter, check the ground breaker (black box ) on the driver side of the firewall. There is a service bulletin on the 9-2 code that tell everything to check, I'll see if I can find it. Seen a few starters short out inside and cause this. Had alot of RD's that had the VECU mounted with the connector/ plug-in end facing up and water would drip into the VECU and short it out and turn the pins green.

I have a 2005 Mack Granite CV713 truck and I am looking for a software that can detect mechanical and electronics faults. Something like guided problem diagnostics and possible fix software.

Cummins has their Insight program that is awesome. Mack has their VCADS/Preium Tech Tool (PTT)/ Guided Diagnostics software that I hate with a passion. The Guided Diagnostics ( how to test and repair faults) part only works on newer DPF and DPF/SCR equipped MP engines. The VCADS will work on ETECHs and ASETS ( I think, we use it only on MP's).The software is $450-500 but the computer interface is around $1000. Eaton makes a good proram called MD300, we use it on alot of different trucks, reads codes on the engine, ABS, transmission dash/heater/AC. For our ETECH through ASET (99-07) engines we still use the old and easy Mack service software and a service manual for checkin codes and repair instructions.

I have a chu613 mp8 2011, the pilot says to to park and perform regen. It won't regen with the switch. used vcads to to check for codes- no codes. Tried doing a manual regen an soot level is at 25%.perform regen and it came down to 1% and the smart switch still flashes with same message. Is there a campaign that fixes the problem or am I overlooking something. Any advise

Send an E-service to Mack if your a dealer. There was a new Bulletin the other day about dash clusters but I didnt open it. We have had no regen issues at all with the SCR equipped MP engines at our shop. That said , there probably is a "reprogram MID128" that they have that would fix it.

alt was only putting out 10 volts.

got it replaced, and turbo filter, vgt spray lube.

this is where i miss mcbride, gona take these guys an hour or 2 to get my paperwork ready before i can leave..

im spoiled................

Im heading to Florida for a week, If ya need me call anyway! On your idea on the EGR valve switch breaking the circuit , either wire will work.

loaded a load of plastic jersey berriers today, thought i was gona have some good luck, they are about 4ft. tall and weighted mabe 1500 lbs. going to brigham,ut. at 2 bucks a mile.

as soon as i was strapped and ready to roll jumped in and seen the lightning bolt and showing 10 volts.

it coulda been a lot worse, i was only 8 blocks from f@c mack in st.louis,

its not mcbride by a long shot, but maybe they can get me going??????

Yep, probably an ALT. Yours was due for one if it was an orignal.

IH does have a back up plan. They bought an emission reduction company that is working with a soild form of DEF (diesel exhaust fulid "urea"). This could be better that the current SCR system that everyone else is using. One small solid block of their "urea" equals 17 gal of our DEF and with a better shelf life and easier storage options. On the other had I worked on a brand new 2012 CXU MP7 395HP the other day, It was an ADM truck and the driver loved it, 7.5 MPG ( and gets better as it gets broken it) and plenty on power so says the driver (who is an old school driver from the 70's). He says the sister truck to his is getting into the 8 MPG range. It only had 20,000 miles on it but the factory forgot to zip tie a wiring harness and it got up against the DPF and got melted, easy fix and he was back on the road that same day. Had a Mack Engineer at our shop for a few days this week and got lots of cool info on improvements on MP engines that we cant see. They have been working non-stop on fixing issuses the we sometimes dont see.

The very first ETECH's had a steel gear on the fuel supply pump, cant remember how it was attached (pinned, key way or set screw). Did enough cam jobs back then to notice the steel gear. They just recently started rebuilding the fuel pumps, threw away no tellin how many over the years. Took one and knocked off the plastic gear and chucked up a drill to the shaft and use it to suck oil out of my boat engine, works but slow.

Well i'm sure this has been asked many times but here goes.

2003 ch 613 e-7 460p .

This is a logging truck but it has never seen the woods. I run from log yard to log yard delivering loads that don't

make minimum quality grades. So i ran into a off road job to make a few extra bucks and found out that the truck has

will not pull even a slight hill if you stop a try to restart which happens alot because the loge are scattered along the road

and the loader folows behind you to pickup the logs and load the truck.

No matter how much throttle you give it it just wants to stall out. The loader has to give it a push until RPM builds

and the boost comes up. Anything below 1450rpm it is worthless.

Is there a ecu program change that my local dealer can put in or is this the same old b.s. from the factory worrying

about a little smoke or whatever. This has got to be changed the truck is no good with the current set up.

Whats the last 6 of VIN? Sometimes slapping some 24.5 fullsize tires on a roadtractor speced for low pro 22.5 with high rear gears spells disaster in off road or poor road conditions. I can pull the VIN and see how it was speced and what style engine it came with.

Back in the mid/late eighty's before the CH came out, we sold about 25+ R models to a customer and all were sent straight to Rest-rite to have sleepers put on. I was 19 and hardly been out of Kentucky. I made 2-3 trips a week to pick up the new trucks and drive them back home. The Rest-rite factory was East of Pittsburg PA up in the hills. I remember meeting the owner/old man, we was very nice and walked me all over the factory and showed me how they did/built everything. I stayed at a little motel down the road that didn't have phones in the room so the wake up call was a guy banging on the door. Thoses we my good old days.

Just felt the KABOOM, part of the leve has been blown. Felt like a earthquake. Didnt think we would hear or feel it as we are so far away.

Bonecrusher works for a different company. From what I hear Pelletiers aren't the easiest to work for. Always crying poor on TV, imagine working for them as they drive up in new a new pickup to say they can't afford anything. I don't think those pull trucks are a cheap hobby.

Yes, We have customers complaining that $20,000 is to much for a used CH613 because they are broke, but yet they pull up in a 2012 $45,000 Ford Superduty all chromed out! WTF

i liked the lonestars at first, but now they seem kinda cartoony

You have the best looking truck Mack ever made, now if it will just run like the best Mack ever made!

Thx for the help. I know this is a new Rig.will appreciate any help !

The only problem we have had with the SCR/DEF system is a broken suction pipe on top of the DEF tank and that was broken at the factory. They have been very trouble free so far.

My company has 9 Mcak CH/CXU units all equipped with Eaton/Fuller 10spd Autoshifts. I'm currently on my 2nd one, my first unit, a '00 CH had 978K on it when we traded it in. My current unit has 245K. We haul containers in the Rocky Mtn. area, always grossing 70,000 lbs+. Ran that '00 over I-70, I-80, I-90/94 for many years without issue. The clutch was replaced at 648K, and even then they had to replace the clutch brake and decided to replace the clutch as a PM, though it had probably 100K miles left on it. The problems with the X/Y motors seems to be gone, my CXU has been in the shop for the last week so I've been stuck in a 10yr old CH daycab, the difference in trans and clutch is like night/day. Mine is smooth, easy to operate, no issues, the older one is definetly not as smooth and takes more getting used to.

Last year we sold 40+ used CX/CXN/CH/CHN trucks all with Fuller Ultra-shifts and Auto-shifts, if we could find more at a good price we would buy them for resale as most all of our customers love them. On the Auto-shift (with clutch pedal) pros: uses regular clutch and no driver induced syncro problems. Cons: must keep clutch and clutch brake adjusted, XY shifter motors sometimes go out. On the Ultra-shift (no clutch pedal) Pros: a better bug free version of the Auto-shift. Cons: uses a special clutch$$$$$$. As many as we have running around here running we might get 1 every 45 days to work on, then usually just a power wire connection problem, sensor or clutch adjustment is all it takes. Most all these trucks are farm trucks that do go off-road. However for true off-road Allison is the only way to go if you want a auto trans.

You may not know that Navistar owns a subsidiary company called

<a href="http://www.PurePOWERTechnologies.com">PurePower Technologies,</a> formed last year, which has just announced the purchase of the Eaton Corporation's aftertreatment business. And it says the solid-ammonia dosing technology developed by a small Danish company

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Since IH is out of emissions credits and will have to go to some kind of SCR before to long, it looks like they might come out on top by owning this new SCR technology. Since they own the PurePower Tech company they could keep it to themselves. No liquid DEF to fuel up with and try to find, just a small brick of solid SCR to dump in the exhasust system (some way?). A spin-on filter style that dissolved into the exhaust from exhaust heat would be neat.

M&K Quality Truck Sales of Indianapolis completed the acquisition of the Mack Trucks franchise from Central Indiana Mack Sales and Service.

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Wish I could comment on the story behind this deal. Funny why the owners wanted to sell?

Watched it last night, saw one had some minor damage in a rollover, but it was still on the road, then in one of the yard shots, it looked like one in the background. Looks like at least in early winter they were both still on their feet.

There may have been some problems, but if you compare EPA model year for EPA model year, they all seem to have their share of problems.

Dave

Talked to a dealer who sell Mack, Volvo and Kenworth. They spec the KW's they sell with Cummins. We asked if the 2010/2011/2012 Cummins they sell had less problems that the MP/D engines and they said no, about equal amount of problems but the MP/D engines were blowing the Cummins away on fuel mileage. They said if we can get the last few bugs worked out of the MP/D engines they will be the best out there.

I'M LOOKING FOR SOME CAB EXTENDERS FOR A 05 CXN613 VISION ANYONE KNOW WHERE I CAN GET SOME? OR DOES ANYONE HAVE ANY THEY WANT TO SELL? THANKS JERSEYCOWBOY

Took these pics today of a CX613 last 6 of vin 015200. It has the sleeper side faring/extenders plus the rubber extenders added to that. Is this what you are needing?

could my muffler be full of soot???????????

I did have a baffle come loose and block off flow on an ASET, ran like crap. It had the stand up muffler though. Yours has that frame mount laydown style. Something better could be rigged!