Mackpro

The centrimax does an awesome job at cleaning the oil, after cutting open filters after 20,000 miles of use you should see the inside of one of thoses filters. I would never take one off unless you plan on changing your oil every 4-6,000 miles. However I have seen some fleet trucks that did have a block off plate to remove the centrimax filter, I thing it was UPS or ABF.

I did stay at home with the kids and play in the snow, I'm 41 and I have a 2 year old and a 8 year old and we had a blast. Didn't think about Mack trucks all day!

I wil have to say that the best MPG we have seen in years is coming from our MP8 trucks, mostly CXU's with the 485hp. Even with the DPF using up fuel to regen they still get much better fuel mileage than the ASET's. If I was at work I could pull up the figures on my buddys truck, I was quite shocked. I know he has a fuller trans and super singles on the rear, I dont what gears and or exact tire size or model of trans he has though.

Could be bad water pump , the water pump can suck air through the weep hole and put it in the cooling system and blow coolant out of the overflow jug. Pm me and I think I can send you the Mack service bulletin on this, it shows you how to check several things.

We bought a fleet of 2002 CH613's with the 355/380 and resold them all. We have had vey good luck with them, they are the more refined version of the ETECH engine ( Mack calls them the "CCRS")with most all the bugs worked out. We have even bumped the HP up to 427 and 460P on a few, The 460P bump was quiet $$$$. The 355/380 puts out the same FT LBS of torque as a 427HP (1560 FT LBS if I remember correctly)

Starting to snow here so he might have more than a day head start. Might stay at home and play with my kids in the snow!

I was in luck as I had to change out a Mass Flow sensor/tube today on a 05 CXN, was not under warranty so I kept the old sensor/ecm. Hopefully tomorrow I will get to start playing with the mass flow ECM and making a EGR valve block off plate. Had 4 MRU's come in today with DPF problems so tommorrow will be busy.

I think it would surley set a 4-9 FMI7 code. Service bulletin SB214037 talks about this. It would be fun to try and see though.

One of our problem child's was same specs as your AI427, 8LL, but with 4.17 gears and tall 24.5's. We fought with this truck for months, owner was used to a 500hp Cummins so our salesmen sold him this truck, wow what a mistake. Mack spent close to $40K on this truck to get it to run right. In the end they put in a super special secret "australian" engine file. Man did the black smoke fly and this thing really runs now. Unfortunaly those days are over and thoses good guys at Mack are gone and replaced with Volvo guys. Maybe only 2 I know of have stayed but Volvo have them on a tight leash. The only way to drive the AI engine is to have the pedal to the floor at all times.

Look on the back of engine on the passenger side, you might have to stand at back of truck and look above transmission. To install new cord you might have to pull the floor board to get to it. When we install them on ETECH engine we pull the floorboard and knock out that freese plug and install. You could run an extension cord out to the truck and put a space heater in the cab and pull the floorboard and still stay warm. If you have a sleeper you would have plenty of room to work.

I cant see how this would work with out the malfunction light coming on and possible engine derate. The mass flow sensor (steel tube with 2 welded in sensors) reads EGR flow and temp coming out of the EGR cooler when the EGR valve opens. There is a "target flow" that the ECM is looking for ( lets say 14 LBS) the mass flow sensor measures actual flow and compares the two readings and if there is a big enough difference (10 LBS I think) it will set an active code and think the EGR cooler is plugged or EGR valve is not opening and this could derate the engine. I would like to try it myself to see. Next time I have one of our "truck sales" trucks apart for exhaust manifold gaskets I can stick the plate on and test drive it. If I put the right ohm resistor in place of the flow sensor to tell the ECM it has 8 lbs flow( 8 LBS would be in the middle of the min and max flow) all the time I might get it to work.

I have seen alot of Mack CX's and CV's with 20 amp breakers for the headlights but when I pull out the wiring diagram I notice it says "20/25 amp" so I have been replacing the 20 with a 25amp when ever we have any issues, dont know why the factory didnt put 25amps in all trucks to begen with? Also almost all CX and CXN's have the Federal recall for the headlight switch jumper harness. Its a jumper harness that goes in the dash and has 2 relays in it to take some of the load off of the switch. Over 2 years ago I was involved with the Mack engineers about a 2005 CXN that was having headlight switch problems and they used our truck for a "Guinne Pig" and sent us the homemade jumper harness, this fixed our problem. There are 3-4 different jumper harnnes , the one for the early CX's have yet to be delivered to the dealers.

For dump trucks and off-road the Mack rear-ends are the way to go. On road or over the road the Mack rear ends are way to heavy. I love the Mack rear-ends more than any other but when we spec out trucks and the customer see the weight difference the usually go with the Eatons or Rockwell/Meitors. And Mack wont let any HP bigger than 427 with the 93/93 carriers, if the customer wants bigger HP they must use 200 series Mack or vendor carriers/axles. The 200 series are even heavier and more $$$. I was doing a HP conversion on a 2003 CH613 355/380 HP going up to a 460HP and Mack didnt want to turn on the download because the truck had 92/93 carriers/axles. If the new Mack carriers are as light as the vendor carriers it will be a big hit. I hate doing the warranty on vendor carriers, Mack warranty is much easier to deal with.

Hopefully they will send it to somewhere with a dyno. Thats what our DSM said to do and he paid for all of it.

Every new truck we sell, we make sure it has the "Guard Dog" display on it. It dosent cost very much to add as an option when spec'ing a new truck. I think its $300-350 which is cheap when they truck cost $100,000. We had a guy want to add it to his CXP that he bought from another dealer and parts alone cost almost $1000 + labor to install. It's nice when a customer is out on the road and the EML (electronic malfunnction light) comes on he can call us and read out exactly what the fault is and we can get ready or order parts for possible repair while the truck is on the way in. What I like is the customer can see exact MPG instead of him trying to figure it out and being wrong then blameing the truck by forgetting to include all the gallons he burnt while idleing at the truck stop and ect.... kinds puts a stop to the complaning as we have never had a low MPG complaint yet with the "Guard Dog"

Around 2001 and up there was a Co-pilot like screen ( mostly on the CX Vision)on the RH side dash panel (I cant remember what it was called). With that system you could set your own road speed if it was set up correctly by the Dealer. We did have alot of issues with this type system. The screen would blow sometimes during jump-starting when low batteries. I dont know on the old Co-pilot (sat on top of the dash, VMAC II around 1996) and the new Guard Dog (MP engine trucks).

Just had an 09 CXU using lots of coolant, the harder you used it the more coolant went missing( up to more than a gallon a day). No external leaks at all. Finally found a cracked EGR cooler. This is the first we have seen of this problem on an MP8, hope its the last.

2001-2003 non-ASET are good, 2004 CH and CX with ASET no-no, ASET engines do get better in the CXN-CHN framed trucks starting in 05. I prefer the 2002-2003

We finally got our EUP's in, they actually came in early. We are now waiting on MP8 turbos(recall) and MP7&8 front crank seals( have several leaking).

The AC supposed to be the highway engine and the AI the vocational engine. But due to the 2004 AC problems we had (till the "N" model large Volvo frames came out(CHN/CXN)) alot of guys ordered light weight CV's with AI's and air ride and put 5th wheels on them for gas hauling and local runs. This got around having to use the AC engine.

That cheap compared to a 04 and up Ac ASET turbo $3,000+

Its the electronic unit pump. All ETECH style engines have 6 of them . They all look exactly the same but there are 3 different part#s due to the ETECH 98-2001, CCRS 2002-2003/AI 2003-2007 and the AC 2004-2007. You can actually mix them all up and put them in different engines and they will run but not good(low power). We went to our independant pump shop and they could rebuild our EUP's but cant get parts from Bosch.

Mack says it's Bosch's fault, but that dosent matter to the customer as his truck is setting here with 2 bad EUP's.

Try an order a EUP for a 2002 CCRS etech or 2004 AI ETECH 1,500+ on backorder and no shipment till after newyears. We are robbing our junkyard engines to keep our customers going.