Mack Technician

Your rack controller in the pump is shot. Get engine hot till it begins to snub. Pop the hood and spray the pump controller with cold water from a garden hose. Note if snubbing stops. This is what we use to do at the dealership.

Salute Duke! Get 100 gallons of ATF(hydro if on-road), add it to 2,000 gallons of low sulfur diesel fuel, buy your favorite vintage of pre-2007 tri-axle Mack and HAVE SOME FUN!!! Sounds like a fine idea, however........ When you locate the truck you like pick ten components you know you will need to replaced someday... air valves, suspension, radiator, turbo, etc. Go to the internet, or your dealer, and see if you can buy them new or used and for what price. If you can't buy parts move up 5 years to your second favorite vintage and repeat. If you work it, not show it, you can't rely on patchwork, you need reasonable parts availability. Recently our light equipment side of the company fleet got "slapped" by Sterling. PS- I told them to buy Mack

Does the engine shut off while the chassis remains powered or is everything dropping out simultaneously?

Three sticks sounds like a loooooooooong week...... Sorry man, it would not work on the E7 build since you have a sweat fit cam gear and no bolts. If I'm recalling back accurately the MP7,8,10 and Volvo D13E are top-loaded camshafts, capped, for overhead removal? It really was fun and easy to install with this thing. I wanted to pull it back out and put it in again but it seemed wreckless. As I get older I can lengthen the beam .

There is an option "X" that we are not going to try on this truck right now. If we are not completely satisfied I'm going to present the option to my buddy. When I left the Mack Dealership for heavy off-road wood hauling equip in 2010 it was a decade reset in tiers. Liehberr has used Bosch E. Unit Pumps till 2014. All with cam bumps similar to Mack minus all engine brake options. All with low hole torque issues. Governing is logical on the machines and keeps the RPM at a constant through priority logic to the variable pumps. The only real issue is Wisconsin weather. In -0 winter weather the pump groups require good low RPM torque at start up to spin through the synthetic maple syrup moving through pumps. The lead mechanic at American State Equipment prompted me to Flash everything with updated cold weather start software and de-tune the exhaust valves. They have a new wider spec for exhaust valve set that will lash gap to zero at the top of the exhaust bump, stopping the intake exhaust scavenge. The engine does not have spring loaded exhaust push tubes, but also has no exhaust brake cut and has a relatively little bump. According to Am State de-tunes have caused no engine damage to date. I never de-tuned our machines, but I have contemplated the Loggin Dog. If I de-tune the AI460, we will do it with the engine hot and lash the exhaust to -0-" or maybe 0.002" at top center of bump. I'd be able to cool the engine and establish a new wider standard setting by checking gap at normal rotation set point and also decide if we are getting too close to end of spring loaded push tube stroke. Missing my Mack camshaft removal shoe...... Had to build our "Swiss magic zero-gravity wand" since the Germans are certain their cams never fail and there is no call for specialty tools.

Hop damage to roller. Full Flintstone at axle.

When you have your manifold pulled it is a good idea to check the condition of your EUP’s(and reseal them). If you have a broken spring on an EUP your on the way to a Camshaft replacement. A single break will keep you in contact with the camshaft and the engine will run fine, but when the second spring break arrives your camshaft will be hash. The good news is you could install a Pre-AI CCRS camshaft and be rid of the bump. As the EUP spring parts pile up in the cup they also start to eat the EUP engine bore by hanging the spring over the side of the follower. I pulled, inspected and resealed a few of ours, but stopped when I ran into some wire screws that were certainly going to snap off. Road Salt country! This is a double EUP break I pulled out of a Swedish built 2011 Liehberr D936 last May. It took out the follower, camshaft and damaged the block (not a block fatality though). It lost the cylinder and started a metallic hammer at point of roller unloading from the Cam. 15,000 hours on engine. Two of the EUP's had spring breaks.

I did a paste over of the Mackncheese post you mentioned, nice find Nelm......... Finally got my new to me Mack dump on the road after having Antrim spice it up. Thought some you fellow rednecks would be interested in what was done and the outcome. Bought an 05 granite with a 460 and an 18sp with 4.35 rears. Felt sluggish when I drove it to Antrim. They dynoed it before modifications and it made 278 hp at the rear wheels. Ended up three of the unit pump (???) injectors were bad. Put in some modified injectors, Detroit series 60 turbo, and area diesel module and it made 467 hp at the rear wheels, 497 with fan off. It now pulls good and is fun to drive. Need to keep an eye on the pyro temps. Makes consistent 34 lbs of boost in upper gears, even empty. Now I don't want to drive my 99 RD with 400 hp and dreaded 7 speed. Also truck has inter axle lock and it has already got me out of 1 jamb that my RD with power divider would have gotten stuck with. Antrim is slow but they are honest and deliver what they say.

Cavalry is here son, we can get it to you before the sun sets on Houston!!! I have that manual on PDF, but it is too big to put on this posting. Send your E-mail to me on a PM and I will ship it to you. PS - PM=Private message.

Waiting on the exhaust folks to get back to us bro. Search "AI 460" and I should come up. Not so much a technical issue as a "don't know what I'm doing" issue.

Our first AC sold went up to the upper pinninsula (da yupper) and burst into a ball of fire. Guy said " by da time I got odda'da truck, flames were lick'in me". The rest were melting all the plastic accessories under the hood. Split loom was turning into black dripping goo. Mack corp sent boxes of hood vents and told us to start punching cooling ports. Good performer, bad concept. Good luck!!!

High five to our brothers in the land of red dust and the earth's largest road trains.

Change the oil and run it. If your feeling uneasy leave the new filters on and dump the oil for a new batch after couple hours. Everything below the head deck is gravity to sump. Your motor oil is a detergent. I would only put diesel or ATF in a pan if I was washing the internal for a complete overhaul, even then I would hesitate unless the blow-by had turned it into a complete carbon sludge dump. Watch your breather tube, if you have excessive moisture you will see white condensate funk forming or buy a mack oil sample kit for $35 to do a follow up.

Drain coolant, water fill with chemical flush, run easy for 1/2 hour with cab and sleeper hvac on "hot", drain fast and hard, water fill, run easy for 15 minutes, drain, fill with water, run 15 minutes, drain, install new coolant filter, add 2 gallons straight concentrated extended life coolant with SCA, top off with 50/50 coolant. Cummins use to make a really good flush. We used it to remove motor oil from cooling systems after oil cooler cluster failures.

Fine thread bolt(5/16" I believe), fender washer and a foot pry bar is what I use.

Nice to see the AC engine gone, but that sounds like a big job. I'd start with measuring firewall punch outs....rest is trial (by fire) and error. I don't know anyone who dabbled out of Tier III beyond disabling.

Turbo and manifold in good condition. Take-off from 2005 AI460. Can have both, or just turbo for $400 + shipping. New Turbo price from Mack is $2,318.43. 2 years in service.

The fruits of our labor has been a very stable, calm, non-metallic, idle. When you work up the RPM's on the unloaded engine it is still very E-Tech, but as nice and silky as a PLN at idle. It doesn't disrupt the water tension line on my glass. HDV_0165.MP4

I had a Mack 6X6 DMM that overheated like that despite replacing all the usual suspects. I took the radiator to the repair shop to have it checked for congestion. They popped the tanks and attempted to rod out the core. The core had a soild center in the exact shape of the fan. It was a circle of scale occupying a round portion of the core. New core and problem fixed.

Nelm, could you please give me all information on the Tuner your running on your AI460? Any before and after interpretations?

Did you buy it?

Apply pressure to collapse the push tube spring and set drag according to what you would have historically. The tool is a dumby-proofer option. I leave the wrench on the adjuster nut and tip my elbow onto the wrench it while I set the clearance. Need very little pressure to neutralize spring pressure.

Less embellishing going on with this one..... Acceleration Smoke.MP4

I contacted my Mack Dealership two days ago and they took the baton on following up with Joshua Stewart@ Rock. No word back yet on production cost or availability. This is a single stack, Granite, exhaust system. I did not request anything relating to a dual Granite exhaust or other Mack vocational chassis (LE/MR/Etc.). I see no reason you could not make that request, they seem willing to take custom requests? See attached for CCRS.. CCRS explaination.pdf

Go to this website and click on "TV" then click on the individual picture boxes. This guys commercials are all listed in his website. Funny as all Get out. www.danroettger.com