roscoe

I have a 2003 ch , started to replace a front windshield but the rubber window channel is

different than my last mack. The older ones have a strip you remove then push the window out.

The 03 has no strip and a wider channel. So whats the trick to remove the window ?

Once i do get it out do you need to use a cord or wire to re-install ?

My 460-P has zero power below 1450. The power is between 1600-1850.

I have had 3or4 different programs fed to the computer and still has no low end torque

It is a logging truck and starting out on even a medium grade is a bitch.

I have tried to twist arms at the local Mack dealer but when they attemt to get a new file

for the computer the factory just says no "live with it".

The computer geeks at the factory don't live in the real world.

Will increaseing the pop off pressure of the injectors incease the power output ?

I'm working with a 2003 460-P etech e-7.

Ok out there i know someone has the answer to this question.

Can a local Mack dealer program my truck ecu V-Mac III.

I'm not wanting the original Mack program i'm looking to increase low end fuel supply.

I have discused this with a couple of mechanics who say Mack factory is the only ecu program supplier

Because of air pollution b.s. it seems they control all computer imput.

CAN A LOCAL MACK DEALERSHIP PRORAM THE ECU OR DOES THE FACTORY SETTINGS HAVE TO BE APPROVED AND PROGRAMED VIA THE FACTORY?

wHEN MY 2003 WAS NEW WE RESET A FEW THINGS ,BUT I WASNT THERE WHEN THE CHANGES WERE MADE.

I WOULD LIKE TO HAVE THE LOW END TORQUE CURVE MODIFIED SO THE POWER COMES IN AT A LOWER RPM.

There is no smoke under acceleration and very little when shifting up.

I had the rack run about six months ago which made ie run a little smoother .

Mack in Seattle has a very good computer tech maybe ill see if he can do anything with it.

I'm not getting any blink codes or malfuction lights

Is the lighting bolt light on? Any heavy smoke? Are your fuel filters good? Check for fuel restriction from fuel tanks to fuel pump? You may need to pull the fuel feed pump off and see if the plastic gear is spinning on the shaft.

The 460P should be producing peak torque at 1200-1500 RPMs. Operating range is 1200-1800 RPMs.

I have kept the truck serviced and maintained beyond what is even called for.

If you were at 1200 on the flats a pushed it to the floor you would very.very slowly gain rpm.

Once it hits 1550 or so it get a real surge of power and pulls extremely well.

Whats the last 6 of VIN? Sometimes slapping some 24.5 fullsize tires on a roadtractor speced for low pro 22.5 with high rear gears spells disaster in off road or poor road conditions. I can pull the VIN and see how it was speced and what style engine it came with.

The truck has 3:91 gears and 11;24.5 tires. My last truck was very simialr to this one except a manual pump 400

It is kept serviced and runs great from about 1500 up. It just doesn't seem to get the fuel at low rpm.

Iv'e read some posts in a few other forums and it seem to be a common problem with the computer motors.

Well i'm sure this has been asked many times but here goes.

2003 ch 613 e-7 460p .

This is a logging truck but it has never seen the woods. I run from log yard to log yard delivering loads that don't

make minimum quality grades. So i ran into a off road job to make a few extra bucks and found out that the truck has

will not pull even a slight hill if you stop a try to restart which happens alot because the loge are scattered along the road

and the loader folows behind you to pickup the logs and load the truck.

No matter how much throttle you give it it just wants to stall out. The loader has to give it a push until RPM builds

and the boost comes up. Anything below 1450rpm it is worthless.

Is there a ecu program change that my local dealer can put in or is this the same old b.s. from the factory worrying

about a little smoke or whatever. This has got to be changed the truck is no good with the current set up.

I have mack 44,000 rearends, i had a problem with the vents plugging on both rearends and then losing the pinion seal so i put a set of stemco esp vents on about 3 months ago.

I thought i would inspect them and removed both vents. They both had alot of air pressure release when removed. Is anyone familar with the esp

style vents? is the pressure build up normal ? seems like it will cause a wheel or input/output seal to fail.

Thanks for all the good info,it helps a lot to have all of the input when it comes to figuring this stuff out.The engine has been very good

other than some computer grounding problems when i first bought it. I gross out at 88,000 and average 7.1 to 7.3 mpg so that makes the

stop at the fuel pump a little easier to take.

Well looks like my engine exhaust temp problem 1150 + was the thermo coupler in the exhaust pipe. I was able to put it in a hard pull several times and the

highest temp it reached was about 925 degrees. With al the new parts turbo,charge air cooler etc it pulls much stronger than before so i have at least

improved it's performance.

The saga continues, replaced the thermo coupler on the exhaust pipe today. Tried to get it heated up but running around without

a load just doesn't let it pull hard enough to develope much heat. Tuesday will be the test.

33 lbs is the max the the computer will allow,i blocked the waste gate acuator off and ran it up a hill it hit

about 33 or so and then cut the power way back.The electronic malfunction light came on and an over-boost

code blinked out. Don't you just love computers.Now if they could just tell why the high exhaust temp is

happening they might do some good.

Hello guys, well no work today so jumped in my pickup buzzed into Mack and picked up a thermo coupler for the turbo.After some talk with the mechanics

we have agreed that the boost is correct at around 30-31 lbs. We also discussed the possability of an electronics glitch but i'm not getting any

malfunction light and we have scanned the system with there laptop and found nothing.Before all of this started the exhaust temp would rarely get

to 900 degrees. Water temp is still 180-190, The bearing in the turbo was letting the impeller drag in the housing so we replaced the turbo

still high exhaust temp so we checked the charge air cooler it was cracked down the hot side so that was replaced, still high exhaust temp

air and fuel filters changed, still 1150 degrees and climbing. That is now where i'm at so now i will replace the thermo coupler. If that

fails we are going to hook up Macks lap top and see what temps it will read compared to what the gauges say.

Wastegate Turbochargers — Description, Operation and Troubleshooting SB 214-017

According to VMAC III Service Manual (publication # 8-211) there is a 3300 ohm resistor in the wastegate actuator circuit. An out of whack reading in the signal line will set code 4-5. Since you don't have a fault lamp this probably isn't the problem.

I will contact them in the morning and see if the system was checked correctly I will see if i can find any bad gaskets.

Thanks for the input. There has to be something that isnt right in the system. I will also have them review there bulletins.

and any other info they may have.

Some techs just seal off both sides of the aftercooler and pressurize it by itself. I leave the aftercooler hose going to the intake manifold on that way you can check the intake manifold and the air compressor intake piping. Of course some of the intake and exhaust valves in the heads will be open and air will go past but with enough air pressure and a squrit bottle of soapy water you can find all kinds of leaks.

Mack pressure checked the charge air cooler on the truck which should have detected any loss of air from around the intake.

Your 2003 460HP is a CCRS ETECH engine which is a refined ETECH engine. The 460's have the wastegate turbo ( not to be confused with the ASET VGT turbo) , if you try to adjust the linkage and if the boost goes to high it will derate, we already tried this. Mack has some good Service bulletins on the CCRS wastgated turbo. We put alot of diaphragm kit on thoses turbos, its a bitch to get them set right and open when they are supposed to. Another place to look is the intake manifold gaskets, they usually blow out around #1 cylinder, Mack came out with some steer core gaskets to solve that problem.

So what sort of exhaust temp do you get from your 460

OOOps that is an 03 460 not 93

The 93 460 has a waste gated turbo so when you hit a pre set boost max it opens and by passes. I have thought about blocking the

air line to the control diaphram to see if more boost would reselt in cooler exhaust temp

I will stick a new pyro sensor in. I've spent so much on this thing a few more bucks can't hurt.Mack has hooked up their laptop to check

for codes or anything else we could think of but came up blank.

When the charge air cooler was replaced the system was pressure checked and held 30 + lbs of pressure with no loss. I will check the compressor connections

again,The engine developes good power but i'm worried about melting it down.