Mackpro

When the Freedoms were first coming out I ordered 3 different service manuals for them. We never sold one , saw one or had one on the lot. The manuals I have are for the wiring, engine overhaul and AC/heating system. I looked for any fault code info but found none in the manuals I have.

Just have your Mack dealer pull up a CXN613 that has a Horton fan drive/clutch and order what you need. You will need the fan clutch/hub, fan blade and air solinoid. The dealer will have to change the fan setting in the engine ecm to on/off. Also your fan belts will probably have to be replaced with longer or shorter ones. We have done a few but most people stick with the Behr even though they last only about 3 years max. Good thing about the behr is they dont come off and go through your radiator like the hortons do!

Heres some pics, pulled a new one off the shelf, Let me know if you need the other side (engine harness wire #'s).

I was thinking EGR valve sticking open or most likley VGT/ turbo actuator. Really need to get a fault code out of it. Both of these parts are $1000 each so I wouldn't want to start throwing parts at it. Till you know for sure.

I'm sure you can on the 92 series cause we have changed the upper pinion and ring gear/bevel gear with the carrier still in the truck/housing. I thought you could on the 93 as well. I know on the 200 series you have to pull the whole carrier out. All my books are at work though, to double check.

We have a winner!

Had a new CXU stop in and it had the first M-drive transmission that we had seen. Driver said it was super smooth shifting and really liked it. We got 2 techs at M-drive Mack school this week. Hope these transmissions are trouble free! Sorry pics are sideways!

Mack had a service bulletin about Biodiesel, I think they only recomend 10 or 15% max, I'll try to find it and post it. Some guys in our area with new DPF equipped trucks used the 20+% biodiesel and it caused lots of regen problems. If it was a farm truck or a truck that wasnt used much I would not put any bio-diesel in it at all. I would only use it if I knew I was gonna run it all out before it sit to long.

When you turn the key on, does the red X shutdown light and the yellow "lightening bolt" light come on for 2 seconds then go out? If not the engine ECM might not be powering up. If the J-1939 line and the other datalink (cant remember the #, J-1758 ?) wire are unplugged it wont start. Some where I have a "crank but no start" troubleshooting check list.

Whats the last 6 of the VIN and model number (GU713- CXU613...ect) I can pull it up and see what AC set-up you got.

You can have your Mack dealer bump your 350 to a 400 with just a download/HP conversion. The only hard parts to install would be the larger vibration damper if needed. We do lots of the 350 to 400 conversions. The cost of the download used to be free but here latley Mack (Volvo) has been charging the dealer $300-500 plus Dealer labor time and vibration damper if needed. To get to the 427-460HP range you need turbo and injector change plus pull the cam and install off set key-way to retard the timing to prevent overheating ( must been done in the RD due to small radiator, we have tried before without key-way change, big mistake) I was thinking the last ones we did totalled a little under $6000 all parts and labor. You could get some larger aftermarket injectors to bump it up alittle. www.rochesterfuel.com used to list some stage 2 and 3 injectors for ETECH's but I see they are gone from their website.

I dont trust thoes restriction guages at all. At least change it once ayear minimum. And as some of the other guys said , try to vacume out the housing after you remove the filter if you can, I have seen pics of "sandblasted" turbo impellers from my turbo guy.

2004 was the date written on the filter, thats when we sold them the truck.

Had this farm truck (2000 CX) come in yesterday for a service. Pulled the air filter out and it was the worst I have ever seen, It weighed 17 pounds, packed full of bean hulls I think!

Yes, Check the small fuse box (if this is an ETECH engine)under the hood on the firewall, look at fuse # 41 i think. This sends 12V to the fan circuit. I had a truck the other day having high AC pressure due to when defroster is turned on the AC compressor was engaged but the expansion valve was stuck closed causing high pressure. Even after the engine was shutoff for several hours it still had high head pressure.

The engine ECM tell it to come on, it actually grounds the circuit inside of the ECM to engage the fan. The ECM looks at coolant temp, AC high pressure and intake manifold temp to know when to engage.

Called one of our customers today to ask how a couple of his CHU MP8's was doing afer having several breakdowns here latley, he responded that the CHU were doing ok but he did go out and buy a new KW! We have lost alot of new truck sales to KW in the last few years but they will be back after they see its not as green on the other side of the fence like they think.

We have yet to see any new LEU's in our area in several years, all the major trash companys in our area have switched to a Pete (or some other low-entry model) however lots of new 2011 MRU's showing up.

I guess I should have added it will be more of a lighter duty truck but I think it will be heavier duty than the Midliners.

There is a new Mack truck coming out soon. Cant really comment on it to much right now as I dont want to get anybody in trouble. It is a special application model that no one here probably buy but you see them working and I think they will sell good to their market application. I think they will debut it at the big Truck show in Louisville KY. It's nothing super high-tech or ground breaking but sure to cause some talk among the "Old School" die hard Mack fans.

We are Mack only and tried to get the Volvo dealership but there is already a Volvo dealership to close (60+ miles away). It all has to do with "territory". Our boss already part owner in a few Volvo Dealerships but we cant get it here. Even our VCADS software to hook up to read codes and do troubleshooting will only work on the Mack MP engines and not the Volvo "D" engines even though thay are the exact same engines, because we are Mack only our passwords wont work to log onto the Volvo engines.

Speaking of Renault, I heard that Volvo is painting the MP engine black and putting it in Renault trucks. My boss man was at some Mack/Volvo meeting and saw the same enine painted red, green and black for all 3 truck Brands.

You are correct. A few months back on Dealer Portal there was a Data sheet or a SED letter that was incorrect, me and my boss both saw it listing a MP8 555HP for the TD, he looked into it and found it was a typo but I never checked it out any further.

You can get an MP-8 in 555HP but only in a Titan, The Mp8 505 HP's I have driven have been awesome. The Mp8 555 in a Titan would be a weight saver compaired to the MP10 which has only 50 more horses.

What I really wish is for someone to buy Mack from Volvo, ditch the MP engine and use Cummins engines only, with Mack or vendor trans and cariers. We would be a one step ahead of Kenworth and Pete by having our own transmissions and axles. But it will never happen. For now I prefer just one engine because of trainning and parts.