kevgibbs

On 12/2/2022 at 6:38 PM, brettj3876 said:

The stage 2 injectors will make a way bigger difference than the blixxton did and really roll out the coal if you mash it between gears 

Yeah we run the stage 2 on a full mechanical. Before we converted it to full mechanical we had the blixxton and those injectors. You'll also need a pyro and a bigger turbo. Your egt's will climb sky high with the stock turbo. 

 

What year is it and do you know what compression pistons? They had 16.9 16.5 15.7 and 15.3 

Our 93 350 had 16.9:1 from the factory. 591 crown is 16.9:1 some books aren't right with the specs. Our 93 tune up book said 16.5s but when we rebuilt it the pistons were 16.9 and we put 15.3:1 in it 

Also when plugging in the pro link scanner it said it was a 400hp but the valve cover said 350.

A word of advice, don't lug it below 1350-1400 if you want it to last. It will pull hard down to 1200 like a maxidyne but you'll be putting way more stress on the bottom end with that much power. 

And performance wise we were running with this company with 550 cats and they couldn't pull away from us running the same weights. The 500 isx's we walked away from and another guy had a 500 60 series that was just pathetic Lol. Dusted him like he wasn't even there. They had a few cats that were tuned, they were the only ones that could pull away from us but not by much 

 

Mine is a 1997 Model truck. The book that I have is from 1995 and it says that the VMACII E7-400 has the 15.3:1 pistons in it. As far as I know this engine has never been opened up and it has about 800,000 miles on it.

I'm undecided if I want to go ahead and tune it up or if I want to pull the engine down and tune it with fresh components. 

On a side note, how big of a job is to to convert one to full mechanical? I have a factory full mechanical truck along with this VMACII truck and it doesn't appear to me that it would be all that difficult to switch the other to full mechanical. 

I'm considering purchasing the stage 2 injectors from rochester diesel for my VMACII E7-400. Has anyone ran these injectors before? Was there a difference in the performance of the engine? I'm running a blixxton module on it at the moment and I'm looking to up the power some more if I can. 

Hello Gents,

What is the recommended (or usual) overhaul interval for a VMACII E7? I have a 1997 CH613 with a E7-400 that has about 850,000 original miles on it and I'm thinking about having my local Mack dealer do a rod and main bearing job on it this coming winter after the work season slows down. At a hot idle the engine has about 20 psi of oil pressure and runs around 35-45 psi running depending on boost pressure. These numbers seem kind of low to me but I don't know what is "usual" as far as where the oil pressure should be on the engine or how far I should let it go before it spins a bearing on the road somewhere. The truck is a very strong runner and has very little blow-by. Any input would be appreciated. Thank You! 

- Kevin G. 

On 12/7/2021 at 7:35 AM, Joey Mack said:

V-Mac 2

Are you sure it's a VMAC?? That picture of the fuel pump looks like it has a mechanical throttle control hooked to it. If so, that truck probably doesn't have a check engine light. 

Hello gents, aside from contacting my dealer directly, could anyone point me in the right direction of where I could get a VMACII 427 ECU file? I have all of the service hardware & software needed to install the program but I am missing the actual file itself to load into the truck. 

Does anyone here know of a reliable source from where I can download and/or purchase the V-MACIII Service Software? Also, does this software work with V-MACII?

38 minutes ago, Joey Mack said:

I read some posts over again, so you have a gray plug at the injection pump???    ok, those can get, bad/loose connections.  just a thought. if the pump is not delivering fuel correctly, then boost will be lost..??,  just a thought, jojo

Yes it has a gray plug on the back of the pump. That very well could be a possibility

Update on the situation: 

I re-installed my Blixxton and changed my fuel filters and I have absolutely no change in the situation.

At maximum, my boost pressure is 29psi where as before it was pushing 33psi sometimes 34. The condition that I experienced at the intersection a while back doesn't support that it has a boost leak however I'm not ruling out that possibility, that's what I'm going to look for next actually. That day, I very clearly felt the throttle go to about half throttle and suddenly back to about 95% throttle without my foot ever coming off of the accelerator. This has me thinking it is a issue inside the electronic system of the fuel control.

I did verify that my throttle pedal position sensor is working correctly. That's about all that my tooling will do unfortunately, I can't read any other ECM data regarding fuel control. I wish I had an actual VMAC2 reader to help the situation, my local mack dealer doesn't have one anymore

21 hours ago, fjh said:

If you have a Mack 18 speed in plug the switch on on the cylinder on the back torque limit switch may have failed and caused a de rate

Where is the torque limit switch located?

Hello Gents, I have a 1997 CH with a E7-400 VMAC2. I have a Blixxton module on it. When I first installed the module the boost pressure would build up to 34psi. A little while ago I was taking off from an intersection and I had the truck at full throttle. I suddenly felt the engine go to about half throttle ( with the the pedal still all the way to the floor) and right to back to full throttle again except now it will not build over 28 psi of boost. My first thought was my Blixxton module went bad and caused something to go screwy. There was also absolutely no difference in performance between the 3 different settings on the module where as before there was a significant difference. With my Blixxton module still under warranty, I sent it in for a warranty claim. A few weeks later I received my original Blixxton module back with a test result showing that it was functioning as it it should. Now I'm beginning to wonder if there is now a mechanical issue with the fuel rack inside the pump or if there is an electronic issue somewhere. The truck is not showing any active codes. I was going to plug into it sometime soon and see if the throttle pedal position sensor is working properly. 

Does anyone else have any thoughts? 

On 7/9/2021 at 12:23 AM, Phase 1 said:

What is the model number?

On the title it lists the VIN Number as: DM685S9399

Can someone tell me what were the production years of the Maxidyne 237 & the E6. I'm looking at a 1972 DM model and the owner doesn't know what engine it has. I'm to figure out by year possibly

When were the Maxidyne 237's and E6's produced? I'm looking at a 1972 DM and the owner doesn't know what engine it has. 

On 12/22/2020 at 6:54 PM, Joey Mack said:

"L"    I know what you are saying about "Sleepy"  In some case's I changed the "governor" setting from Min-Max.... to" All speed" and it would perk it up some, However< you are at the mercy of the E.C.M...... I drove 427"s and 400's.. 13 spd. and 18 spd.  puling over loaded dump trailers... The 400 with 18 spd, (Didn't know the rear gears at that time). did a heck of a lot better, country road hills, mabey, drop 1 gear then split down 1 time was enough to pull the hill and not be a rolling road block. I was a young driver back then, 1999,, But that was my experience, I came out of a 79 R model, 350/ 9speed.. and nothing else... well, it had power steering...  Jojo..

Hey Joey, I'm curious what tools do I need to change the governor setting from Min-Max to All Speed? What's the difference between the two settings?

2 hours ago, theakerstwo said:

Tuning & Modules | Diesel Injectors | Turbos | Nozzle Honing (rochesterdiesel.com)       I am using one and it has more response

I'm running one of these as well, from a factory 400 the maximum setting is definitely noticable but not significant. The blixxton module seems to help with maximum fuel rack position rather than quicker response. 

How would I go about doing that?

Is there anything that can be done to improve the throttle response on a VMAC2 engine? The truck has tons of power but it just seems like it takes a long time to build boost as compared to other engines I've ran. I know mack programmed these engines so they wouldn't smoke but I was just curious to know if there's anything that can be done to open up the throttle sooner?

From what I have studied and have been told the production years of the VMAC Generations are as follows:

VMAC I - 1991-1995 ( These models had 2 ECMS, a vehicle control module and a FIC module)

VMAC II - 1996-1997 ( This model was basically the VMAC 1 but streamlines into 1 ECM)

VMAC III - 1998-2003 (E-TECH Unit Injector Engine)

VMACIV - 2004-2007ish? 

Up until 1997 a full mechanical E7 was still available upon special order I believe.

Somebody please correct me if I am wrong. 

Vmac3 has a good explanation of this in one of my posts here: 

Upon inspection I found the plastic water trap in front of the cab is cracked. If water gets around this can it end up in the cab? I attached a picture

Hey fellas, after a day or two of some heavy rain in Southern Illinois I went out to move my CH around the yard and found an uncomfortable amount of moisture in the passenger floorboard. No puddles of water on the floorboard but it is definitely soaked on the passenger side. It seems to be wet in the very front right corner of the truck as well near the firewall. This has me pretty concerned since the VMACII module is mounted right in front of the passenger seat on the firewall. 

Without doing any extensive searching it looks like the only place the water could be coming in from is the door seal on the passenger side. 

Is there any place else on these old CH cabs that were common for leaking? Thanks in advance

What's the difference between the EM7 engines verses the straight E7 engines? I thought the EM7 designated that it was a mechanical engine (hence the "M") but our mechanical engine tag says it's a straight E7. What is the EM7 engine? 

I have never ran an Eaton 18-Spd and have always wondered how they perform compared to the Mack 18-Spds. Are their designs similar? Which ones last longer? Is one more heavy duty over the other? Which one do you like better? 

Also, could someone explain how the T318 and 2180 transmissions differ? 

I have heard rumors that the Mack T2130 transmissions are the same transmissions as the T2180's and that you can convert a 13-Speed Mack to a 18-Speed just by changing the shift knob in the cab.

Is there any truth to this? 

Thank You very much VMAC3! I have been searching for this exact information for a week and nowhere on the web can I find any literature or history on the E7 engine. I have just purchased a 1997 CH613 Gold Dog Mack with the E7-400, T2130 13-SPD, and 3.78 Mack rears. The truck has 425,000 original miles. I believe that the engine is a VMAC2 but I have not ran the VIN or engine serial number to verify that yet. It is by far one of the nicest 23 year old trucks I have ever seen. 

I should preface this with we have owned a 1996 CH613 with the Full Mechanical E7 for over 20 years now. It has been turned up quite a bit and it will run circles around our 450HP Cat 3406E's. This 1997 Mack that I just bought will be our first Mack with any electronics on it. I was somewhat familiar with the VMAC3 engines but was totally unaware that Mack actually produced an E7 with a electronically controlled In-Line Bosch Pump until recently. 

Can someone please give me somewhat of a detailed history of the E7? I'm more concerned with the how the fuel system has changed over the years it was produced. (From full mechanical to full electronic controlled)