Mackpro

We have all kinds of problems with the turn signal switch and flashers on the "U" style trucks. Mostly the flasher, make sure you are using a orignal replacement flasher. I had a guy put an cheap one in a new CHU and it melted the fuse panel, BIG $$$$ mistake. I have also replaced the turn signal switch on several trucks. Make sure you get the correct replacement part# as as trucks with the "Guard Dog "cluster display take a different part # than the standard display. Good Luck

If these were the new "SCR" engines it would be possible due to very little "EGR" being used and the HP could be bumped up. 4 years ago alot of the engineers said the "SCR" engines would probably not even have the EGR system on them.

I think its the Mack chassis due to the CV being around before the Volvo takeover. The CT frames/chassis dont seem to have this problem.

1 out of 6 CV's I've checked has had a cracked frame rail in that area. Most always on the bottom side. Most guys just go have it weled back up. All the cracks I've seen were no more than an 1 1/4 inch long. I called our District Service Manager about this on some "out of warranty" repairs and there is no extended warranty with this failure.

My buddies brother has an 1989 CH613 with a E-6 4 valve head engine. He complains that truck just started blowing oil out of dipstick tube. Engine does not seem to have much blow-by when hot. We made sure dipstick part# and oil level were correct. We replaced rubber hose on blow-by tube and removed valve covers and blow-by cross over and cleaned out . We did notice engine has non-oiling rocker arms and rockers were alittle gummed up. Engine runs great. Truck is only used to to pull flat bed with dozer about once every 2 weeks. I only work on MP-7 and MP-8 stuff here at work and have forgotten almost all stuff on the older engines. What do you guys think could be the problem. Thanks

The #1372 was built in june of 1993, the #4272 was built in january of 1996 and the #3230 was built in july of 1995. All have the E-7 350 HP engine and all have same series of Mack rear axles. They all also have the same 107 series Mack transmission. The Mack web site might have the information of a Dealer in Mexico.

The reflashing and downloads have to be done by a dealer who is hooked direct to the Mack mainframe computer(pretty much every dealer is). I pulled up your truck and its not a CCRS engine, its just a regular ETECH, the bad thing about that is if you want to go any higher that a 400 HP you gotta pull the camshaft out and install an offset keyway on the cam gear or it will overheat bad in the summer time( we know cause we tried it). The good thing about the regular ETECH is to go to 460HP you dont need a wastegate turbo just a bigger regular style one . I first would run a hose (1/4" plastic) to the intake manifold (1/8 pipe plug port) and put a low pressure guage ( 0-50 psi) in the cab and pull a load and at full boost you should have 21-27 psi of turbo boost ( 25-30 would be great). We see alot of blown out intake manifold gaskets on these motors(around #1) Your truck was sold and was owned by someone close to our area.

I assume this CHR has a Cummins and your outside of the USA? I would like to see pics of your CHR and how they put the Cummins in there.

You can have it upgraded to a 427 or 460 HP. If its a 2001 and the engine is a CCRS style ETECH all it takes is the bigger turbo and injectors and a download for Mack. We do HP upgrades all the time. If its a 2000 or older with a regular style ETECH you have to change the camshaft keyway or it will overheat. We are a Mack dealer and when a customer wants to up the HP we fax a form to Mack with the truck info on it and what HP we want then Mack faxes us back with what parts and part#s to change. On the CCRS style ETECHs the injectors are the same on the 427 and 460 HPs. The turbo on the 427 is just a bigger one than you have now but the 460 HP usually call for a wastegate style turbo and is a few $$$ more. Most customers around here just do the 427 upgrade. Matter of fact we are doing one right now. Its a 2001 Cx613 vin 0142** with a 330-350 split HP that we are upgrading to a 427HP. Just a turbo, injectors and a download and its ready to go. Good Luck.

I'm pretty sure the MP-8 didnt come out till 2008. 2006 model CHN- CXN's had the ASET version of the ETECH engine and it does have issues with exhaust manifold studs breaking, leaking EGR coolers and a few turbo actuators , however the heart of the engine( block, heads and crank) are still great and will last over a million miles. The cam issue has mostly been solved.

Mack dealer has to reprogram Vecu to clear password. We do it all the time. Should cost no more than 1 hr of labor, at least thats what we charge to do it .

The only time we see "turbo wheel speed code" 6-2 is if the wire on the sensor is rubbed and shorting out or the impeller shaft bearings in the turbo are going out and the shaft is moving away from the sensor. Are you sure its 6-2 code and not an 4-5 code(turbo actuator)? If your turbo part# starts with a 631GC5176**** then you have one of the newer style turbos on there. If the part# is a 631GC5171**** then its a wonder it hasn't went out already. If the truck had the old style(5171 series) turbo on it when it was new and someone changed it to the newer style (5176 series) and didnt do the software update in the ECU then that can cause all kinds of strange low power complaints. The boost pressure relief valve I was talking about is on the pressure side of the turbo/intake manifold and if its going bad it will drop turbo boost pressure.

On the turbo boost drop problem , check the boost pressure relief valve thats screwed into the intake manifold elbow. Its the valve that has a pipe that comes off of it and goes into the exhaust pipe behind the turbo. We have seen alot of those go bad on the 2004's. the spring wears through the end of the valve. The came out with a new version part#691GC318C

We have same problem with our State Road Dept GU's, These guys drive 5 miles the set idle for an hour then repeat. So the truck nevers gets to rundown the road long enough to do a regen, the drivers are then required t do a parked regen but this takes 30-40 mins. and they usually dont wait for it to complete then they have to bring it in for a service regen with our laptop. There is a setting for a "manual moving regen" in the ECM that could be turned on , but I dont know if that would help. I would call the Mack One Call and the dealer and complain. The Dealer has an DSM "distric service manager" and can sometimes "make things happen". You dont want the EMCON system on the MR and LE trucks, its horrible. On the normal road use, the DPF's on the CXU,CHU and GU seem to work great. Today I am replacing a DPF filter on an EMCON unit with 600 miles on it, plugged soild and truck wont run. Good luck and keep complaining to Mack till they do something.

Transmission temp sensor, usually the plug on the harness at the sensor bad or the harness as it runs over the top of the trans to the main harness.

You need to have the Calibration # off the EUP installed in the trucks ECM. You can run truck with out doing this but it wont run its best.

Heres the info, hope it's readable.

I think everyone is now going with SCR except IH. Last week in the Mack "Tech Times" it had some pics of the unit mounted on some Macks. It also had alot of info on the myths of SCR. I will try to scan and post it.

The Allisons are great for garabge truck and some "state dept. dump trucks" but the cost usually adds around $25000 to the already high price, that is why you dont see very many Allisons in CH and CX trucks. The next best thing is the Eaton Autoshift and newer "clutch pedal-less" Ultrashift. We see alot of both lately, some of our customers will only buy Mack road tractors with the Auto shift trans. We have see alot of CXU's with the Ultrashift and the drivers seem to love them. They dont add much to the cost of a new truck either. The Autoshift uses a standard clutch while the Ultrashift uses a special style clutch. For the standard dump truck I would only recommend a Mack T300 series trans.

The earlier ETECH's (1999/2000) had Jake issues when they got 350000+ miles on them. They would usually work when the engine was cold (higher oil pressure) but with wear on the engine bearings and hot oil temp the jakes would not work. Mack came out with an external oil line kit and some other updated parts. We installed a few of these kits with good luck. However with the cost of the kit and labor ($1500+), most owners around here just let it "as is". We have only a few hills around here though. And dont forget the floating Jake pin that goes in the exhaust valve yoke, those caused all kinds of major problems. I honestly would not put a Jake brand brake on my personal truck however the Powerleash Mack brake is awesome with fewer parts to go wrong. I have worked at a Mack dealer for 22 years and have seen many failures of Jake parts cause major damage to the engine. Just my .02 cents

The leak (oil) is usually the oil filter stand to block gasket. Mack updated the gasket with a steel core around 2003/2004. I assume your oil cooler is the plate style (square box) instead of the old "round" style. Also on the back side toward the top of the oil filter stand there is a large pipe plug that sometimes seeps oil. It not one of my more favorite things to do as it seems you need 3 hands to hold everything up and start the bolts.

We have seen this alot, the low coolant sensor in the surge tank(top tank) leaks coolant and it follows the wires down into the engine ECM. These trucks were mostly 2005 CXN and CHN, We did a bunch for Tyson Foods and Pilgrams Pride. There is a jumper harness that should be added to the new sensor to keep this from happening again, there is a Mack service bullitin about this. Sad thing is these coolant level sensors are not mounted on the engine and do not fall under the 3yr/300,000 mile warranty. They are ony covered for 1yr/100,000 and since they caused the failure, sucks I know. Whats even worse, Mack is cutting way back on the Goodwill/Policy help for "out of warranty repairs". Our DSM (district service manager) who gives out Goodwill/policy, couldn't even help out on a 2007 model repair bill. A couple of weeks ago I asked for some help on a repair for an exhaust pipe on an 2008 CHU613 that was over a year old, our DSM said he would pay 1/3 of a $600 bill and this was for a customer who had bought over 30 truck from us over the years. Years ago the most I ever saw them hand out was a cam job for a truck that was a little over 5 years old. It couldnt hurt to call Mack and see what they could do, 18008661177

I had our computer hooked up to an 2004 CX613 with a ASET 460P, with fullsize 24.5 tires, Mack 13 speed and 3.90 rear gears. It was getting 6.6 driving MPG and 6.2 overall including idle time, not bad.

There are a couple of MH Statue Of Liberty Edition truck around here and one came in to the shop today. The last time I saw them they were in great shape (8 years ago) now they are a little rough but the V-8 sounds great.

There is some new info from Mack about this code. Its cause by moisture in Mass flow tube messing up sensor, this seems to happen in cold weather. The Mack dealer can call Mack One Call and they can give instructions on how to fix problem. I know it involves changing the engine thermostat and cleaning out the Delta-P sensor. You need to clear the code with stalk switch or the truck wont regen and then you have another problem. We got one here doing it as well.