bbigrig

What he said^^^. No board. Just a head and set the dip switches on the rear. Fairly common and you should have an electronic speedo sensor that ties into V-mac. The switches will be based on tire size, axle ratio etc. The dealer may need your vin and they can cross it over from there.

Mack was a good truck into the 90's. Then the product went thud in 98 with the E-tech engine. I know lots of fleets that bought into the CH product mid 90's only to inherit the E-tech and be very disappointed in its engine replacment. What it had issues with in competing with other manufacturers was price. Big fleets wanted big price cuts. Most were willing to slash to get in the door.

Cup issues exist in the MP10/D16 as well. They are not as common as the smaller version MP/D series issues.

Back when drivers drove more then they lived in their sleepers. Those were the days.

"Thus endith the lesson".

That's quite the history synopsis.

Good post of the political B.S. Of Macks rollercoaster ride for the last few decades. Thanks for sharing.

We had a few 89 CS200's. For some reason they (blue haze) smoked for ever with low mileage (200,000kms) but you couldn't kill them if you wanted to. Ours didn't have an oil consumption problem but as they warmed up they smoked a little bit less. Being city trucks they didn't work real hard and idled a fair bit. If you dont have an oil consumption problem it's most likely glazed cylinder walls or weak/leaking injector nozzles. Being an 89 it probably has a crap load of idle time, it's probably due for both an inframe and injector replacement. Parts will be expensive and possibly difficult to find. Only our 89' had that issue. I think it was the 06.02.12 Renault engine. None of the other Midliners we had ranging from 89-99 model years had that issue. It may be the engines from that period had blue smoking issues.

No production E9's with electronic controls were ever made available in North America to customers. Only in Australia was an E9 available with V-Mac controls for purchase. I'm sure there were demo units outh there but not for sale. I'm not 100% sure but European Renault Magnums may not have either. They went from E9 V8 power down to E-tech in the late 90's just like North America.

It was featured on a Canadian show called "Trucker Television" (episodes can be found on youtube) it has a Paccar/KW serial # and everything. Same with the Cummins power plant. Paccar and Cummins engineers were involved and approved the build. It's all there in the episode if you can find it on Youtube.

Injectors or cups putting combustion gas into fuel system. So common on Macks and Volvo's it's not even funny.

The list is missing a lot of Canadian Factory Branches. Hamilton Branch as an example is missing they were there in the 70's to mid 80's.

Toronto Branch was moved from the Queensway to High meadow place before it was closed after Volvo took over. Toronto Mack includes many of my childhood memories.

Winnsboro wasnt opened until the late 80's. It's production was basically anything R, DM, DMM or CH/CL cab related. It was one the reasons why production in Canada ended. It produced som of the first CH's. There were 20 CH's built in Canada as a test run. Winnsboro wasn't Macks greatest Quality builds.

Mack Buses were quite common here in Canada especially in Toronto. The Toronto Transit Commission (Wrenching at the TTC is my full time job) was a big user of Mack over the years. The last Macks in the fleet lasted until the late 60's. Just so Happens that Alfred Pelletier former Head of Mack was a Mechanic at the TTC for years before he started working for Mack Trucks.

Same basic engine as the E-Tech (98-2003) engine. They added and EGR valve, EGR cooler, more sensors, vane turbo, bigger cooling system and more hassles. They really didn't work out many issues until it was replaced with newer issues in the MP series of engines.

If it's a CH and not a CX (vision)

The late 03 Visions had an ASET engine with a vane turbo charger which would have an actuator. The 03'CH's had a waste gated turbo charger on the 427/460's. Or was it just the 460's. The waste gate dumps excessive boost when it opens.

Just asking because if I remember correctly, both set ups were available in 03. The CH with a non egr/vgt engine. The CX with an egr/vgt engine depending on build date in 03.

60" axle spacing is pretty much the norm for a Canadian speced Mack with camel back rears. Especially for guys that get paid by the weight. Your superdog is a 60" spread.

You be hard pressed to beat (besides E6 R series combo) the reliability, fuel mileage and comfort of a CH with an E7PLN engine. I'm starting to wish we just refurbed all of those up to 1997 trucks we had. Even if you sink so money into paint and engine rebuild, you will get it all back 10 fold.

The derate on the engines has everything to do with the emission regulations. Aussie rates will decrease slightly as emissions regs increase. Just like in North America. You need a more complete burn per cylinder for more power. Higher in cylinder Temps produce more NOX emissions. EGR reduces in Cyl Temps which curb NOX emissions. Or like more commonly today DEF/urea treats NOX after cylinder. It's all relative. All while engine manufacturers are trying to keep fuel consumption down. Older EGR engines had to up there RPM operating range to compensate for loss of power in the bottom end caused by EGR induction. Newer engines have reduced use of EGR because emissions are treated after the engine. Which in turn has brought operating ranges back into lower rpm's

Yes, that was the point I made. Euro trucks have the most ridiculous engine ratings for some of the lowest gross weight ratings in the world.

89-98 E7 PLN (VMAC 1-2)

98-02 E7 E-tech EUP (VMAC 3)

02-07 E7 ASET EUP egr AC/AI (VMAC 4)

07-08 MP7 egr no DPF (VMAC 5)

08-10 MP7 MP8 egr plus DPF

10-present MP7 MP8 EGR DPF SCR

The above years of production are not build dates but emissions standards the engines were built to. Example being 2010 emissions were not in production till 2011.

I was just checking to see if you had other reasons for your power loss of a mechanical nature. Try replacing the output speed sensor on the trans. You could have active and or inactive codes for it. That will cause your speedo drop and sometimes power/speed loss.

Even the cab almost seems like it's a replacement. It's so damn clean. I don't think iv ever seen the old brake valving plumbed with only a yellow and red valve. That system from factory should have the blue valve. Unless someone fitted a cab that was off off straight truck and added a trailer supply but didn't bother plumbing in the tractor park valve. This truck seems really odd. Nice truck though.

They should all be the same from what I recall. R series cab, MH, CH/CX. Now the newer CXU I have yet to get into.

I believe the NoX sensors were updated versions from what it was delivered with for that model year as well.

Speedo sensor issue at transmission output shaft. That will cause speedo drop out and intermid. Top speed issues. Do you have any loss of prime issues or miss/vibration from engine?