Mackpro

We have several trucks with the oil leak and the ones out of warranty keep on trucking. Look at the date on the turbo replacment ticket and I will look up the ASET reman turbo warranty and see if we can get it covered. I will send in a warranty E-service to see what Mack's offical word on the problem is. I would like to check out your engine brake as well. Not to scare you but I had a cracked rocker arm shaft last week that caused your same problem.

We have had a rash of reman ASET AC turbos leak oil as you describe. It seems to leak where the center section bolts on to the rear exhaust section (by the actuator). It is never a bad oil leak, just a little drip onto the frame rail. I will have to check on warranty on the purchased turbo. Do you have the reciet of where it was bought and/or put on? You must have the reciet. Also did you change to a different brand of oil than what was used before? We had a ASET that we sold new and always used Mack bulldog oil, the truck got traded in and we resold it and the new customer changed over to Rotella and the engine started using oil like crazy. We switched back to Bulldog oil and no problems. I know Shell Rotella is one of the best oils out there but this engine didnt like it.

The password could be anything. The former customer must have had a password put in at a dealer. The truck dosen't come with a password from the factory. A Mack dealer can redownload the ECU and erase the password, usually takes less than an hour.

Here is the wiring diagram for a 84 and up MH

Today we were ordering/specing out a new CHU 505HP MP8 with SCR, the new Mack rears were a $5000+ option over the Rockwell rears. While I hate dealing with Meritor/Rockwell or Eaton warranty, I could not convence the customer to go with the new Mack rears. I didnt get a chance to check the weight savings of the new Mack rears.

Check the fuel return jumper (from head to head)between the valve covers. They have rubber o-ring/seals that start to leak after many years and can let air in and let fuel drain back to tank on some types of injector pumps(depending on the type of overflow valve on the injector pump) I think it takes a 7/16 wrench, just tighten the 2 nuts usually they are really loose.

Very good tip on the air filter housing. There is a alinment tab on the housing, but it usually gets bent over and then the air filter housing will just go on any which way. Starting around 1998 they came out with a different style housing that bolts on only one way so it usually line up perfect. In around 2004 we started seeing alinment problems again but Mack came out with a service bulletin where you can recut the hole in the hood to match up with the air filter housing.

When I first started my job here at the dealership (22 years ago) my second oil change/service was on a old RW sleeper truck that had a Cummins engine, it to had the steering gear under the LH steer axle spring, I always thought that was strange. I have seen a old Mack cabover with the same set-up, I think it was a Cruiseliner. We used to have some old ones out back for parts. I used to cut off the big draglink tube ( tube from steering box to passenger side steering knuckle) and use them for blackpower cannon barrels, very thick and seamless. The steering box is just a Sheppard 92 series with a different style mount. My Sheppard 92 series service manual covers this model. The 92 series is a great steering box used in mostly in extra heavy duty use (dump truck and garabge trucks) and was used by Mack till just a year or so ago. I took a class at Mack on steering gears 10-15 years ago sadly Mack dosent offer classes on them any more ( or on most vendor componets). I pulled up your truck on my warranty side and it has a recall on the seat belts? Federal recalls never expire! Selling Dealer Code: H327 Vehicle Details Make: Mack Model: RWS722LST Model Year: 1985 Application: Other GVWR: Vocation: VIN: 1M2V230Y3FM001471 Cab Size: Build Date: 12/11/1984 Shipment Date: Delivery Date: 02/14/1986 Delivery Odometer: Registration Transferred: No Registration Completed: Yes Owner/Lessee Details Name: WM CAVILL & SON

Please, get the Dealer/saleman to explain to everyone who is going to drive how the system works, it is not that hard to figure out, the late 09's had the self cleaning 7th injector which took care of most of the problems. We have several with over 350,000 mile and still have the orignal DPF filter and still going strong. I would leave the orignal exhaust tip, you dont want rain water going down in there and most all chrome tip out's wont last due to the high exhaust temp during regen. There are resaons mack puts these on there. Our sale dept did have some DVD's on the DPF for our customers.

Their Stage I ,II and III injectors are alot cheaper than our factory injectors so I almost have him talked into it. His engine still has the orignal injectors in it and I know they are worn and need to be replaced.

Did you notice a big difference when you insatalled your Rochester stage II injectors? I talked to them today and they were very helpful, I have a customer with a 2000 ETECH 400hp and needs just a little more HP. I tried to do a HP conversion to 427 or 460 through Mack but due to EPA reason's this truck/engine can't be programed any higher. I do all the HP conversions at our shop and every now and then the EPA says NO. We are thinking of going to aleast stage 1 injectors.

The tensioner on the passenger/RH side of the engine that runs the wide belt is a pain to change, takes a cut off 8mm or 5/16 allen wrench and a small cheater pipe to remove. The tensioner on the driver side ( narrow water pump belt)up on top of the engine is fairly easy to change but the black plastic idler mounted down low is a real pain to change. It is a "torx 50" bolt that strips easy. You can do it without removing the fan but it aint easy. There has been many revisions in the part #'s on the tensioners due to upgrades and improvments.

Our shop has not seen this but one of our other shops has replaced a nozzle due to poor mist/spray.

There is also a service bulletin on the expansion valve freezing up in the sleeper, the fix is to replace the cab expansion valve. SB637021 Date: 08/31/05 Model: CX, CH, CXN, CHN (Also applies to Mack Trucks Australia) Sleeper Air Conditioner Evaporator Freezing and Icing — CXN, CHN, CX and CH Models with Blend Air-Type HVAC System If sleeper air conditioner evaporator freezing and icing up complaints are encountered on CXN, CHN, CX and CH model chassis equipped with the blend air-type HVAC system, a service replacement front (cab) expansion valve (part No. 4379-RD570151) is available through the MACK Parts System. Replacing the cab expansion valve (front unit) located on the cab bulkhead will correct the ice-up condition of the rear sleeper unit. Expansion valve part No. 4379-RD570150 is not applicable for this repair. Be sure to use the service replacement part No. 4379-RD570151.

You can see the actuator in this breakdown.

There is a actuator motor on top of the unit that moves a "blend door" this allows air to be drawn past the heater core or the AC evaparator core. You should be able to see this motor move when turning the temp knob back and forth ( it moves kinda slow)

It's where coolant is pushed out of the surge tank, mostly on 2004 and up ASET "AC" engines with EGR systems (CH, CHN, CX and CXN models). It can happen on the "AI" engines in the CV, CT, MR and LE trucks but you dont see it to often. Mack had many service bulletins for fixes for coolant push.

Also see if you had a 9-2 code, that could be your starter solinoid.

Speaking of the "Volvo way", this will really piss you off. While sending in my warranty parts back to "Mack" there is a change of adress. Our DSM's are complaining that there's not enough money to help our customers with "policy/goodwill" warranty but Volvo has enough money to send someone to get the name of a road changed! Which probably aint easy to do! = TMAC / Warranty Material 13403 Volvo Way (formerly 13403 Mack Truck Road) Hagerstown, MD 21742 US

This is part of the service bulletin on the engine position sensor, we have see this happen without setting a code but only between the listed rpm's. The real fix is reshiming the sensor and installing a larger vibration damper. If it happens outside of the listed rpm's it could be something else. SB221037 Date: 05/24/06 Model: E-Tech™, ASET™ (Also applies to Mack Trucks Australia) (Supersedes bulletin SB221037 dated 2/13/04) Troubleshooting an Intermittent 3-4 (Engine Position Sensor) Fault Code The electronic malfunction lamp can illuminate briefly, and a 3-4 fault code (engine position sensor) can be logged intermittently under the following conditions: When the engine is accelerated progressively to high idle while the vehicle is in neutral Under a hard pull (engine load greater than 75%) with an engine speed between 1,490–1625 rpm The 3-4 fault code can be reproduced consistently when either of the above conditions are met. When the code is active, engine load and speed will drop suddenly, causing a brief but pronounced engine stumble. Outside of the above mentioned operational conditions, engine load and speed ranges, the engine functions correctly with no active codes.

There are a couple service bulletin's on stuff like that, one has to due with the engine position sensor on the timing cover and the other one has to do with the starter solinoid(on the starter). I'll see what I can find.

The "Huck" bolts have been around since 1989 (wow that was 20 years ago , time flys) when the first CH's came out. I think Mack sent us the Huck tool as part of the madatory tool program. Easy to use. They do make a "body bound" bolt to replace a Huck bolt for the do-it-yourselfers.

They already are, My 3 year old watches Dora the Explorer(spanish) and He How Ki-Lan (chinese) cartoons.

Back in the 90's and early 00's I turned in 60-80 warranty claims a year where now it's 600+. Things were so simple back then.

This is true, it's hard for the owner/operator with one truck. You need a back up truck. We have had DPF problems with the LEU/ MRU DPF's where the truck was down for 3-15 working days. Somewhat less for the CHU/GU/CXU's. Thing are getting better though with the DPF trucks. It's just now we start all over with SCR problems.