Mackpro

Your safe on this one, Its a common Mack screw but not used anywhere inside the engine.

Yes. post a pic. is the bolt complete/not broken? Does it have a flange/made on washer?

To save money you could do it your self, it's really not that hard but I have done so many so it seems easy to me. Mack says no-no on the reuse of the fuel lines but this is for liablity reasons (alot of AC engines caught fire due to reused lines). Any time we do one under warranty we use all new everything and follow the newest service bulletins. But when we have one not covered by warranty and the customer is dirt poor, we have just slipped in some new gaskets and reused the fuel lines. If you mark the line with the location and install it back in the same hole most time it wont leak. We do a long test drive to make sure (25mile). The real problem gaskets/studs is #3 and #4. If it has the new style studs on those 2 locations I see no reason to change them all if it was my money.

From what I have seen , when the turbo makes a "squeal" during high boost it is usually a turbo gasket or the intake manifold gaskets. I know you have been through this before but the smaller the leak the louder the noise. All the exhaust back pressure in the exhaust manifold trying to spin the turbo puts a real strain on the gaskets. Make sure all your turbo nuts and manifold nuts/studs are there. I have already seen the new style/ new fix stud/spacer fail on some Tyson trucks.

This is all I could really find on the subject. Mack Service Bulletin Date: 11/04/08 Model: ASET™ AC, AI, AMI (Also applies to Mack Trucks Australia) Oil Cooler Coolant Inlet Screen Replacement (November 2008) A screen (part No. 387GC32) is incorporated into the Y-shaped hose at the oil cooler inlet on ASET™ AC, AI and AMI engines. This screen is designed to trap debris which may be circulating in the cooling system. Over time, this screen can become plugged with debris, resulting in restricted coolant flow and possible damage to cooling system components and/or the EGR cooler. Oil Cooler Coolant Inlet Screen 1. Oil Cooler Coolant Inlet Screen (Part No. 387GC32) Anytime the cooling system is drained for any reason, such as cooling system repair, maintenance or the regular coolant drain intervals, the oil cooler coolant inlet screen must be replaced with a new screen.

When the parts people look up your truck, it will only show the part # of the pipe that came on the truck. Your only hope is to find another CTP with a a chrome pipe and get the VIN# and have the parts guys look that truck up and get the part#. I have a CTP on the lot here and just went out and checked it but it was not chrome. Your dealers parts guy might send in a parts E-service to Mack Specs and see if Mack could tell them the part# if they even make one in chrome.

They had none in stock and had to order 10 to get 1 and didn't want to get stuck with 9 of a slow moving part. WorldWide of Knoxville TN shows 8 in stock give them a call.

Yep, you cant beat "Other People's" beer cause it's free!

A dealer needs to hook up to it and disable the idle shutdown and make sure a parameters are set correctly in computer (tire size, gear ratio, governer setting to MIN/MAX, ect ect). If this was a fleet truck it might have a password for computer entry so the dealer might have to redownload ECM/computer, its very common. I would do this first before messing with the HP, turbo, injectors, ect.

The Mack MP engines are ,as FJH said, like everyone elses. Single head, overhead cam, unit injector. No more EUP's like the ETECH style engine. The MP10 is only in the Titan, but at one time you could get it in a Volvo at a reduced HP rating, we have 2 D16 vovlos on the lot now. But please dont go buy a Volvo!

When the fan goes bad it locks up tight, however they really never totally freewheel like a (air) horton or eaton. Back in 2003 in Mack school thay showed us a video of how it works, it was in German so I dont know what they were saying. It does have fulid (like ATF) inside and magnets that open and close passage ways inside to lock or unlock. I talked to one of the engineers at Mack about installing a fan over-ride switch like the air fan clutches have and he said "cant be done".

I made a Behr fan clutch tester out of an old wiring harness plug and some alligator clips. This put 12v and ground straght to the fan to unlock it, Like FJH said if it's locked up tight and cant be turned by hand without slipping the belts, it bad and you gotta change it.

The syncro's are better but we still change alot of them. The main problem is the driver/trainning, then Mack had alot of problems with the range shift fork bolt backing out and also the out put/rear yoke bolt getting loose and causing syncro failures. I would say 90% of the time it's not the syncro's fault.

Gotta be done at a dealer, The download is free from Mack, you just have to pay labor to install. I would also get them to install the newest/latest softwareor datafile in the EECU(engine computer). The new software and datafiles just have newer info to make the truck run better or clear up some software issues.

Mack went through several vendors that made their throttle pedals. When we would replace a pedal made by one vendor with one made by another vendor the driver would sometimes complaine about this. You can have the "Step 12B" software put in the VECU and the dealer can calibrate the pedal and as mentioned above change the governer setting to "min/max". And also I have found a flat spot on the roller on the pedal and the pedal ramp worn down, just as you have found.

I work on and test drive a 2005 CV dump truck with twin 6" straight pipes. It has tip outs a little bit above the roof line. Its not bad when crusing but any time you get on it, you cant hear the radio or cell phone. After about 9 months the owner/driver put mufflers back on.

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".

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.

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.

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?

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.

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.

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.

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.