Mackpro

There is no shims on an FXL axle. I talked to an engineer after we had some with out of spec play and he said after the top bearing and race get worn in and mated, you need to retoruque the top nut. After we did this all was good. He said Mack had alot of kinpins replaced under warranty when there was nothing wrong with them other than they needed to be retightened. 95% of the ones we tore down, there was nothing wrong with them, just retighten top nut. The warranty on most FXL axles is 3yr/300000miles even on most dump trucks.

The cup issue has slowed down alot. We are now starting to see the cup issue with the older 04 emission MP7 (non DPF). I did 2 of these in the last 3 weeks. On Saturday we towed in a 2010 (non SCR) CXU with 2 blown cups/washers. This truck was on its 2nd or 3rd trip (very low miles). The engine had all the new stuff in it. We think it was improper tourque on the injectors. The new parts (injector washer and hold down and download) have seem to fix cup issue. We have never had one come back that we installed these parts on. I dont know what happened on the 2010 CXU, I hope it was just a fluke.

What year truck and what model? Has the problem just started or has it always been like this? Truck sounds really weak. CH and CX's should get at least 5.2 or better and the dump trucks RD and CV's should get in the mid to high 4's at worst.

Yes, the AI engines have updates for poor throttle response and it make a big difference. The Mack dealer could also send in a HP change request form to Mack and see what it would cost to go to 460HP, sometimes just a simple download. Most 427 and 460 have the same exact engines just different downloads. Have you changed tire size since truck was new? Most AI engines have a narrow torque curve and if you upset it, you will feel like you have lost power. 4.17 rear gears and tall 24.5 tires are a no-no, we had to change out some ring gear and pinions before. 4.42 and 4.64 with tall rubber work good with these engines. 4.42 seem best but 4.64 are good but you lose some top end MPH.

Here is the wiring for the radio on an MR, hope is is clear enough.

Very simple setup. plastic bushing in the bottom and a wheel bearing race at the top. Take the nut off the top, knock the king pin out the bottom. Install new plactic bushing in bottom and race in top of spindle/knuckle. Push new kingpin up through the bottom, put new bearing and nut on kingpin and tighten to 563-689 ft lbs. On the sealed wheelbearing hub , tighten it to 664-811 ft lbs. I can fax you some pages out of the book if needed.

We have in stock and sell steel chrome bumpers for most all CH-CHN and CX and CXN's. We are a Mack dealer but the ones we sell are not Mack brand. The chrome steel bumper is cheaper than the factory plastic one.

I have wiring diagrams for both MR and MRU's and can give wire #'s if needed. Just need to know if its a MR or MRU. Last 6 of vin # would help also.

The other day they were building both SCR and non-SCR truck on the assembly line. Back a few years ago the EPA would let Mack build up 3 months worth of (dirty)engines to use the next year (during an emission change) . I think we had 3 months of non DPF MP7's to use up when they were really suposed to use the DPF engines. It might have been the EGR years ( 03 to 04 ), I cant remember exactly. We had some Mack Powertrain guys come down and we had a diner and they put on a slide show about SCR and it dont look all that bad. Our MP8 485 is now 505 HP!!!!!!

Hmmmmmmm........ SCR at last. We just ordered 2 new GU's last week and had the option to get with or without SCR.

Most all '09 models have all the updates/recall already done (or upgraded in production)before they get out the factory. The only recalls I have seen for a few '09s was the "tilt steering recall" and a couple of different downloads for PTO switch and injector pressures. The regular problems we do see on the 08-09's are driver side fan belt tensioners going bad (not falling off but off tracking), clutch brakes breaking internally, AC/heater blower motors going out(bad design, cowl drains plug up and water pours in on the motor) and a few winshield washer motors and pumps going out. Most newer '09 have the self cleaning (purge valve) 7th injector for the DPF and this really cuts out the manual cleaning of soot off the 7th injector. Most '09s around here are doing very well, good MPG and no low power complaints.

We have already been threatened by several customers that they will ditch Mack and go with the CAT dump trucks on their next group buy. Mainly due to MP engines (injector cups,fuel filter stands DPF problems), AC/heater blower motors and cab/engine wiring issues.

We have a few guys around here running the Blixton box and they are very happy with the results. It looks just like the one in the previous post. Plugs in between the injection pump and engine wiring harness.

For some levels of software, there is a throttle responce program that can be downloaded to help with poor throttle responce. We usually install these programs into 2003 and up ETECHS, it might be avalible for your 99.

Low oil temp will cause water to codense in the oil. You want the oil temp to get above the boiling temp of water (212 degrees)so it can evaporate the water. There is a Mack service bulletin on this. I see alot of guys complaine that their oil temp is to high. Your oil temp should run 45degrees hotter that your coolant temp. On farm truck and short hauls the oil temp might not get up high enough or stay up long enough to "steam"the water out. Might have to change the oil more often. If you have a air fan clutch,you can have the fan programed (ETECH engines) to come on at 205 and off at 195, thats how we set them here and seems to help.

Your ETECH EM7-300 puts out 300HP/1425 ft ibs of torque, a normal E7-300 puts out 300/1160, the next real jump up would be to go to a E7-400 400hp/1460 ft lbs. This would involve bigger injectors, bigger turbo, removing cam and installing a offset key way in the cam gear and software downloads ( I dont know that Mack Specs would bump up the HP to 400 on an MR). I know the MR radiators cant keep that (400 HP) cool. I would stay with what you got. I would adjust the valves, check the fuel pressure( 100psi), install a new set of injectors, check turbo boost pressure under a load (16-22psi) and take it to a Mack dealer and have them install the newest software in both ECM's.

If you have an ETECH engine (98 and up EUP engine) check the the wire screen filter in the blow/by canister mounted on the front timing cover. Remove the wire screen (lid unscrews)and see if its milky or gooey. We see this alot, liners leak antifreeze into oil pan and it plugs up the blow-by screen and the the blow-by goes out the vent on the filter stand and pushes oil with it.

We are a Mack Dealer here and Kenworth is killing us the off road/dumptruck new sales. We cant hardly sell a GU, our customers that used to buy Macks are now buying Kenworths due to the MP engines having a rash of camshaft failures(and injector cup failures too) and they were around when the ETECH engine had all their cams going out, they just didnt trust the MP engine.

Whats your MID #, SID/PID/PPID# and FMI#. Hundreds of different code possiblities.

When we get a used truck in with one of thoes APADS boxes on it , we take it off and throw it away. One of the worst things I have ever seen mack put on a truck. If you dont have an air fan clutch its real easy to remove. Just unplug all the connectors from the APDS going to the engine harness, You should now only have 3 plugs, 1 single wire plug for the compressor, 1 double wire plug for the switch on drier and another double wire plug for the high pressure sensor (for air fan clutch only) on the line between the drier and condensor. Sometimes you have to buy an new drier to condensor line that has a place for the high pressure switch(only if you have an air fan clutch). Buy a factory standard high/low pressure switch and install on the drier and plug it in and thats it. If you have a air fan clutch you also need the high pressure switch. I can get you part# if you want. The APADS turns the standard simple mack a/c wiring into a nightmare.

When the MP engines came out, we had to use the new Mack/volvo VCADS software to read codes, do programing, ect, ect. It was a P.O.S. and we had all kinds of problems. I was on the phone with volvo IT alot and they were all very nice and helpfull. We would be on the phone sometimes for an hour with them to get things fixed. I actually have more faith in them than I do with the new One Call/ volvo Tech Support. But what she said was not cool and I hope she learned her lesson. With the VCADS issue, there was a rumor going around that volvo made the "Mack only" VCADS with errors in it on purpose so the Mack dealers would have to call volvo IT to get it fixed. Then Mack would get charged $$$ by volvo IT to fix it's own screw up. The fist thing volvo IT ask you when they answer the phone is "whats your dealer code" and if its a Mack dealer "get the meter running".

We have seen this alot, loose yoke on back of trans, remove MPH sensor and see if you can spin tone wheel with a screwdriver. We see it alot with Mack trans and a couple times with fullers. Did have one with shorted out tail lights sending 12Volts back up brake/turn signal wires and computer thinks your hitting the brake. Goodluck

Factory spec for that year is 29-37 psi of boost at full load. Take the truck to a Mack Dealer and tell them you want the "throttle responce program" downloaded on the VECU ( and they will calibrate the throttle pedal) and any new software/datafile for the engine and vehicle ECM's. Its a free download from Mack, you should only pay labor, 2 hrs max. We do this to all AI engines and it make a big difference. It helps with the poor throttle responce between the gears. Most AI 427 and AI460 are the exact same engines but with different datafiles for different HP levels. The dealer can submitt a HP conversion request form to Mack, sometimes its just a free download to up it to 460HP, + labor to install program of course. However I did have a 2005 CT713 with a AI427 and requested a HP conversion to 460 HP and was denied, I called the engineer and he said on some AI's they couldn't bump up because of EPA reasons? Good Luck

Dealer has to redownload the datafiles in the VECU to clear out the passwords. The EECU (engine ecu) might have a password in it too so I would have both redownloaded to clean them out. We do it all the time here.

We saw this compalint alot years ago, I think your OK, see attached service buliten