Mackpro

This is from Mack. I tried to copy and paste the service bulletin but the chart didn't come out right. The finer sliding clutch teeth makes it shift better than the T-200 series but still not as smooth and a half worn out Fuller. SB320003

Pub Type: BULLETIN

Number: SB320003

Date: 06/29/01

Model: ALL

Title: MAXITORQUE® ES (T300) VS. T200 SERIES TRANSMISSIONS

MAXITORQUE® ES (T300) vs. T200 Series Transmissions

(Also applies to Mack Trucks Australia)

A new family of MACK transmissions has been released. Designated as MAXITORQUE® ES (T300) Series, these transmissions are the next evolution of a proud heritage of durable triple-countershaft MACK transmissions. New features and product enhancements have been engineered into these transmissions to provide a wide range of advantages which include the following:

New and revised gear ratios for greater overall range and versatility.

Lower "LOs" in forward and reverse for superior site maneuvering.

Shiftable Multi-Speed Reverse for efficiency while in reverse.

Improved shift quality.

Enhanced durability.

Weight reduction versus the T200 Series transmissions.

MAXITORQUE® ES (T300) vs. T200 Conversion Chart

The following table explains the new suffix definitions utilized with the MAXITORQUE® ES Series transmissions.

Feature/Ratio

Suffix

Low Forward Gear

L

Low Reverse Gear

R

Multispeed Reverse

M

Gathered Ratio

G

Extended Output Shaft

E

2100 Lb-Ft Torque Capacity

21

The following chart provides a complete summary of T200 transmission designations and suffix definitions as well as the new MAXITORQUE® ES replacement designations.

The commercial name is "MAXITORQUE® ES".

The family name has evolved from T200 to T300.

The model designations utilize "T3" as a base nomenclature with a third and fourth digit to identify the number of speeds. Contrary to the T200 designation, "0" is NOT used to designate "overdrive". Suffixes are used to identify features and/or ratios.

T200 and Replacement MAXITORQUE® ES T300 Designations

T200 Designation

Suffix Definition

T300 Designation

T2050

T305

T2060

T306

T2060A

Gathered Ratio

T306G

T2070

T307

T2070B

Multispeed Reverse

T307M

T2070F

Short Compound

N/A

T2080

T308

T2080B

Multispeed Reverse

T308M

T2090

T309

T2090L (1)

Low Forward Ratio

T309L

T2090LR (1)

Low Forward and Low Reverse Ratio

T309LR

T2100

N/A

Multispeed Reverse

T310M(E)

Multispeed Reverse, Low Forward and Low Reverse Ratio

T310MLR

T2110B

Multispeed Reverse

N/A

T2130

Low Forward and Reverse Ratio

T313LR

T2130B

Low Forward Ratio

T313L

T2180

Low Forward and Reverse Ratio

T318LR

T2180B

Low Forward Ratio

T318L

Low Forward and Reverse Ratio; 2100 lb-ft Torque Capacity

T313LR21

Low Forward Ratio; 2100 lb-ft Torque Capacity

T313L21

T2180A

Low Forward and Reverse Ratio; 2100 lb-ft Torque Capacity

T318LR21

Low Forward Ratio; 2100 lb-ft Torque Capacity

T318L21

NOTES:

T2090L and T2090LR were available only by contract.

New T300 offerings/ratios (those which did not exist in the T200 transmission line-up) are shown in bold.

Units with revised ratios (versus the T200 transmission line-up) are shaded.

T300 5, 6, 7 and 8 speed offerings have the same ratio as their respective T200 predecessors.

The T2070F, T2100 and T2110B offerings will NOT have a T300 alternative and will cease to exist. Service parts for these three transmissions, however, will still be available through the MACK Parts System.

MAXITORQUE® ES (T300) vs. T200 Gear Ratio Comparisons and General Information

MAXITORQUE® ES (T300) vs. T200 Gear Ratio Chart and General Information

MAXITORQUE® ES (T300) vs. T200 Component Comparisons

Sliding Clutches

T300 sliding clutches feature a new "fine-pitch" tooth design with 30 teeth versus the T200 "coarse-pitch" tooth clutch that has 16 teeth. Advantages of this new feature include the following:

Less travel needed for engagement.

Greater engagement area resulting in enhanced strength and durability.

Better "feel" for the driver.

MAXITORQUE® ES (T300) vs. T200 Sliding Clutch Comparison

Shift Rail Detent Profile

T300 shift rails feature a new-design neutral notch that is not as deep as the notch on the T200 rail. In addition, the sides of the new notch are sloped. These shift rail enhancements aid in improving shift quality.

MAXITORQUE® ES (T300) vs. T200 Shift Rail Comparison

The following chart provides part number cross-reference information between the MAXITORQUE® ES (T300) transmissions and the T200 transmissions.

MAXITORQUE® ES (T300) vs. T200 Part Numbers

MAXITORQUE® ES (T300) vs. T200 Part Number Chart

MAXITORQUE® ES (T300) Warranty Features

The MAXITORQUE® ES (T300) Series transmissions carry the same warranty as the T200 transmissions. Synchronizer blocking pins are warranted against fracture during the warranty period.

MAXITORQUE® ES (T300) Lubrication

The MAXITORQUE® ES (T300) Series transmissions use the same lubricant specifications (GO-J PLUS and TO-A) and lubricant change intervals as is used for the current T200 series transmissions. These lubricant specifications and change intervals are outlined in the Maintenance and Lubrication Manual, TS494. For transmission lubricant capacity, refer to the chart under the heading "MAXITORQUE® ES (T300) vs. T200 Gear Ratio Comparisons and General Information".

Charlie I have personaly never done this but!I have heard you can take the knob apart and break off the lock out mechanisum Its plastic I beleive!

All we have ever done is just change the knob but the knob is $$$. So you might be able to mod the knob as FJH said but I dont know how.

hey guys

here in the netherlands my favorit beer is GROLSH and when i am in the states i drink mostly budweiser.

we also have bavaria,heineken,amstel and a lot of belguim beers and local brewerys greetings rene

MACKFOREVER

My buddy who worked in our body shop drank Grosch in a green bottle with a flip top stopper lid. I thought this was the same Beer you were talking about but after doing some research , they are 2 different beers I think.

on our 05 granite.it has ai400 since day one it would pump coolant out of the plastic tank.dealer changed the water pump.we put in new stats and put on the steel coolant tank and it still pumps coolant out the tank.any theories?plus sometimes it displays this code s001-08 m128.our dealer didnt know what that code was.our dealer and us kinda have had problems since they put a clutch in one of our other trucks

That code is for #1 EUP= MID128 SID1 FMI8 usual code for cold start up. You need to remove the Rubber "Y" hose between the oil cooler and steel lower radiator hose and clean the oil cooler inlet screen, could be stopped up?

Not a fan of light beer,I like Michelob or Heineken in that order,also I make my own from kits and it's pretty darn good.

A real mans beer I see. I did buy one of those kit's but my wife made me pour it out before it was done. She thought I might poison myself.

Bud Light for my household...followed closely by Coors Light. The 'heavy' beer I just can't get into.

Miller has a pretty strong foothold in my area and every event such as a beer garden or anything else where there's a beer trailer seems to be Miller products.

A few years ago my cousin married into the family who owned the Miller distributorship and their wedding was allllllllll Miller...family wedding pictures in front of the Miller semi-truck and everything... Me, my brothers and our dates, my dad and my aunt brought Bud and Bud Light to the reception just to be richard heads.

Ahhhh. I forgot about Miller Lite, It's popular here as well. My wife likes Woodchuck and will drink it by the pitcher when we can find it.

what makes you think that combination would not make 460hp and after all that trouble why not the 460p file?

It's all in the combonation of things. A ASET complete block and heads has 16:1 compression where as a CCRS has 17. 4:1 compression. You start mixing up parts and you dont know what you got going on

Being that we have Mack fan's/owner's all over the world that post here, whats your favorite Beer? Mine is just plain ol Bud Lite, most popular around my location is Bud Lite, Bush Lite , Coors Lite and Budwiser. Would like to know what my northern friends drink and every one around the world drinks.

Lol...

I wonder...on a Cat 'bridge' motor you can swap ECM's and maybe a turbo with an older version and bypass/whatever the emissions crap. Is that possible with an ASET motor and an ETECH? Swap turbo's, plug off the EGR and reprogram/swap the ECM and get similar results? I suppose if a guy had a laptop with unlimited access to ECM's he could do anything.

I have seen things like this done on a ASET engine and then brought to me to program, it can be done, but how much HP lost in the process I dont know. I have seen an ASET AC block/heads/cam/intake manifold and injectors with a 2002 CCRS exhaust manifold/turbo/EUP's/ wiring harness and engine ECM. It ran and ran smooth, I programed it to 460HP but did it put out 460 HP. I dont know, probably not.

nope onthe same results?

nope on the change heads?

nope charlie your a posting whore stay out of things you don't know about???

I'm sure he meant no on the "changing the heads" which is true.

Hi all,

I live in the corporate world of Mack/Volvo or whatever we are calling ourselves today.

Currently I work in the area of rear suspension, aux axles, and height control. I do not have control of the camelback, but I am familiar with it and do work with the guys that do.

Why am I here, basically I want to get feedback from the customer, and please pardon my narrow mindness but in general I am looking at newer trucks (5 years in less) and not the vintage ones.

You are welcome to ask me general questions about the company, and I will answer them to the best of my ability. I will forwarn you that I will give you the answer to the best of my ability, but it has no backing from Mack/Volvo. Also I failed PC class, so my opinions, particularly of management decisions are not sugarcoated.

Best of luck, and hopefully we can work togather to make a MACK truck great.

KL Harper

Welcome, glad to have you here! There are alot of Volvo haters here but we are all in this together and have no choice. I think Volvo did bring some good ideal's to Mack and hope things will improve. The EPA is the real problem.

Your are one helpful man and I appreciate it all. It is definitely a maze of wiring. I would like to have all new wiring and fuse panel someday. There has been to much patch work here and there in my wiring before I got it. I'm pretty sure the coolant steam bath it got has shorted or is shorting something out somewhere. Do you know of anyone that specializes in replacement wiring harness or is this something I'll have to turn to Mack for?

Yes, it's a Mack only item. The good news is the engine harness is pretty simple to install, everything just unplugs. Bad news is sometimes they are on backorder for 3 months or more for older trucks. I'm still looking a better wiring diagram.

if mackpro completes his test kit wont that turn an egr aset engine into a etech

Now if we could just get rid of that 87lb POS turbo they put on the ASET and get rid of the EGR system it would be perfect!

hey a RB688s, set back front axle, quarter fenders are mounted on cab, not full fenders on hood, if you go to my garage I have pics(cant fig. how to attach pics here)

Never noticed your truck before, I like it, I was looking at the engine, what year and Hp is it? It looks like it has a waste gate turbo on it. That engine mods have you done to it? Love the air cleaner scoop, is that factory?

Okay gents I've found a pre-EGR low mile 427 pullout at a good price and wonder if I use the wiring harness and ECM from the pullout what other heartaches I might have doing the swap into my 04 Vision with the EGR type 460?

It has been done, I have seen it more that once. One of our best parts customers is a rebuilder. he only does Macks. He buys wrecks and anything Mack (mostly newer 1999 ETECH and up). I have seen him build a 07 CV713 with a 2V head 300 engine before, what ever the customer wants he builds it. He has sent me a few 04 and up CX's, CHN and CXN's with 1999 ETECH's in them. My job was the program the ECMs to talk to the all electronic dash. I dont know the details but I saw it and it looked like it came from the factory that way.

Adding a new member to my working fleet,buying this 2001 CX613 for my son to drive.A little new for me,but it has a good background.My Dad ordered this truck new and traded in '06.Only one owner since.Just shy of 700k.460,13 speed,70 in.midrise,10 Alcoa Dura-brite wheels.

Love the color, I so sick of white trucks, thats all we have around here . The 2001's were very very reliable compared to what we have now.

Trucktrader.com, Truckertotrucker.com, traderonline.com are a few.

Rob

Our salesmen started using traderonline.com as well . The have bought a few trucks from there for resell.

Ok, I think I might have told you wrong about my solenoid. If I unplug the solenoid it allows the fan to run continuously, so it takes power to the solenoid to turn it off, which evidently its getting. So I'm not getting the ground in the ECM to kill power and let fan run at high temp. This dont sound good, ECM problems? I haven't had a chance to check for volts (which now I know the solenoid is getting), the truck is still at a job site.

I have the factory wiring diagram book for your truck but it just dont show the fan solinoid very good at all. I was trying to find where the ground wire returned to the ECM. I do know that it gets it's power from fuse #10 in the fuse panel.

Just started watching a new reality show on TLC tonight, It has lot of Macks, saw alot of new GU rolloff's. Looks like too much made up drama in the show though, turn the sound down and just watch the Mack's.

it is trans fluid in resavoir, very clean and over full, i think it is so clean, because leak purged the system, my fear was it had been run low on p.s. fluid alot from the amount of oil on chassi when i first saw truck, at the first sign of trouble i assumed the worst.

Glad every thing was OK, Keep on trucking! I too assume the worst when I cant figure something out in the first 30 minuites of working on it.

This is the first thing we do when we get a weird power steering complaint.--------------------------------------------------------------------------------

SB414005

Date: 08/10/06

Model: CV, CT, CL, LE, MR, DM

(Does not apply to Mack Trucks Australia)

Failure of the Power Steering Pump to Prime at Cold Start-Up — CV, CT, CL, LE, MR and DM Models

Certain CV, CT, CL, LE, MR and DM model chassis equipped with single or dual steering gears and high volume TRW power steering pumps (part Nos. 38QC4141, P2, P3, P5, P7, P8, P10, P12, P13, P14 and P16) may experience a failure of the pump to prime at cold start-up. To eliminate this condition, the factory-fill 15W40 engine oil should be drained from the power steering system and replaced with a DEXRON®-type automatic transmission fluid. Procedures are as follows:

Operate the vehicle until the engine coolant reaches normal operating temperature.

Shut the engine off.

Secure the chassis for service, apply the parking brakes and block the rear wheels to prevent the vehicle from moving.

Raise the front of the vehicle so that the front wheels are off the ground and the wheels can be steered manually. Place jackstands of adequate capacity under the front axle to support the weight of the vehicle.

Do not work on or around a vehicle supported only by a hydraulic jack as the jack can fail suddenly and unexpectedly, resulting in severe personal injury or death. Always support the vehicle on jackstands of adequate capacity.

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Place a suitable drain pan under the hoses to catch the draining power steering fluid.

Clean the pressure and return hose connections at the main steering gear, and the suction hose connection at the reservoir. Disconnect the hoses from the gear and reservoir and allow the fluid to drain into the catch pans.

Steering System Schematic Diagram

With the engine shut off, steer the front wheels several times from left to right steering stops to purge the remaining fluid from the reservoir and hoses.

Replace the power steering reservoir filter element.

Reconnect the pressure and return lines to the main steering gear.

Fill the reservoir with a DEXRON®-type automatic transmission fluid.

Completely flushing the engine oil from the power steering system is not necessary. As long as the oil is completely drained, DEXRON®-type automatic fluids will mix with any residual oil that may remain in the system.

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Lower the chassis to the ground.

Start the engine and steer the wheels several times from the left steering stop to the right steering stop to bleed the air from the system.

Do not allow the reservoir to go dry during the bleeding operation as air will be drawn into the system.

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Recheck the level in the reservoir and add fluid as necessary.

Remove the existing "Recommended Oil" label from the power steering reservoir, and then clean the area where the label was applied to remove all oil, dirt and grease.

Apply a new label (part No. 4MR3420AM) to the side of the reservoir.

Apply Label to Power Steering Reservoir

This label advises to use DEXRON®-type automatic transmission fluids in the power steering system.

DEXRON® I, II and III fluids are all backward and forward compatible. Any DEXRON®-type fluid can be used in the power steering system.

Does it have motor oil or ATF in it? You really need to change the fulid to ATF and change the filter. Also look at the P/S dipstick it should have a upside down cup/washer shield on the indicator/shaft, right above the twisted part of the shaft. If this is missing it is down in the resivore somewhere. Have seen this happen before.

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SB414004

Date: 02/13/06

Model: CXN, CHN, CXP

(Also applies to Mack Trucks Australia)

Change to DEXRON® III in the Power Steering System

Effective December 12, 2005, DEXRON® III became the factory fill for the power steering system on all CXP, CXN and CHN model chassis. Chassis using DEXRON® III in the power steering system can be identified by the label affixed to the power steering reservoir (refer to figure 1 below).

Any DEXRON®-type fluid can be used in the power steering system.

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When adding fluid to the power steering system, always check the label on the side of the reservoir and be sure to use the correct fluid.

hauled a load 79,000 to mcpherson,ks. 500 miles. load of salt back 79,800 from lyons,ks.540 miles. have not fueled yet, but i do know she likes it!

the only problem is the steering is starting to bind up intermiten,felt it a couple times on the way out,but became more frequint on the way back, checked fluid,over full, belt seems tite and in good condition, noticed steer axle spring showing a slight leak of some sort, wet spot under steering box. had to drop off load today about 10 miles from home,scared me a little a couple of times, getting bad enough i have to fix it. it did it maybe 15 times there and back today, now it is even doing it empty.

anything a dummy can check before i take it to the mack store????

thanks in advance.

Does it have motor oil or ATF in it? You really need to change the fulid to ATF and change the filter. Also look at the P/S dipstick it should have a upside down cup/washer shield on the indicator/shaft, right above the twisted part of the shaft. If this is missing it is down in the resivore somewhere. Have seen this happen before.

When the ASET ac first came out the turbo part# started with 631GC5171****, Then after much trouble they redesigned it and the new #starts with a 631GC5176****. Any time the engine came with the 5171 and you changed it to the 5176 stlye the dealer has to call Mack and have the engine software/datafile changed. I think this was only on the 2004 and maybe early 05's. I would have the dealer call and make sure it has the right engine data. The turbo oil drain back tube service bulletin was also only on the 2004's , I will look it up to be sure.

SB214036

Date: 07/21/05

Model: ASET™ AC

(Not applicable to Mack Trucks Australia)

(Supersedes SB214036 dated 05/05/05)

Turbocharger Oil Drain Tube for ASET™ AC Engines Equipped with Turbocharger Part No. 631GC5176(©M

Effective March 2, 2005, beginning with engine serial No. 5E2939, a revised turbocharger oil drain tube (part No. 681GC544) was implemented into production on all ASET™ AC engines, in conjunction with the production release of the 631GC5176BM turbocharger. The outside diameter of the revised oil drain tube, from the lower end of the bellows to the cylinder block flange, is 1-1/4" (31.75 mm), whereas the outside diameter of the previous drain tube (part No. 681GC538) was 1" (25.4 mm). The larger tube diameter results in improved oil flow and oil drain-back through the turbocharger and drain tube.

Turbocharger Drain Tube Part No. 681GC544

Key

Qty.

Part No.

Description

Replaces

1

1

681GC544

Turbocharger oil drain tube (used with turbocharger part No. 631GC5176[C]M)

681GC538

2

2

189AM3

Nuts, flanged, M10 x 1.50

Pre-March 2004 bolt and Silastic® mounting arrangement

3

1

56AX605

Gasket

4

2

107AM5021

Studs, M10 x 1.50, short end 20 mm, long end 28.5 mm

When replacing an existing 631GC5171(A)M or 631GC5176(A)M turbocharger with a 631GC5176(©M turbocharger, the oil drain tube must also be replaced with the new 681GC544 drain tube. Failure to do so can result in oil leakage at the turbocharger.

If a chassis is being upgraded from a 631GC5171(A)M series turbocharger to a 631GC5176(A)(©M, refer to service bulletin SB214019 for important programming information.

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The 631GC5176CM series turbocharger is the only valid replacement for the 631GC5171(A)M and 631GC5176(A)(B)M series turbochargers.

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When mounting the new drain tube to the engine block, it is recommended to standardize on the stud, gasket and nut mounting arrangement. This mounting arrangement has been used in production since mid-March 2004. Engines manufactured prior to that date used Silastic® instead of a gasket, and bolts instead of studs and nuts to mount the drain tube.

The studs are to be installed with the short threaded-end in the cylinder block. Tighten the mounting nuts to 40 lb-ft (54 N•m).

When using the stud and nut mounting arrangement for the turbocharger oil drain tube on engines having the earlier EGR cooler with the flange connection at the outlet port (part No. 28GB517[A][C]), a spacer (part No. 505GC19P25) is required between the EGR cooler upper forward mount and the cylinder block boss. The spacer is required to compensate for the difference in thickness between the gasket and the Silastic® material.

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Dont pull the plug your having good sucsess.

OK the boost is correct the key to the turbo speed was that ,The data file is likly correct!The engines started out having almost 10 psi At idle we were poping turbos left and right.

Check the tubo drain thing!The update is some what bigger letting the oil get away faster coolinng the turbo some in therory if recall.

The specs on wheel speed is like pulling teeth to get, Forget that!plus you have to monitor that with the computer program to know whats going on.

This turbo thing may just be the luck of the draw for you i duno. but check on the tube!

Still thinkin!

When the ASET ac first came out the turbo part# started with 631GC5171****, Then after much trouble they redesigned it and the new #starts with a 631GC5176****. Any time the engine came with the 5171 and you changed it to the 5176 stlye the dealer has to call Mack and have the engine software/datafile changed. I think this was only on the 2004 and maybe early 05's. I would have the dealer call and make sure it has the right engine data. The turbo oil drain back tube service bulletin was also only on the 2004's , I will look it up to be sure.