Mackpro

We usually just drive in the standard size H-ring but if it goes in to easy, we drive it out and put in the over size H-ring. We have never used the double oversized H-ring yet. No machining needed. Any time we replace a camshaft in an ETECH, ASET AC or AI engine, we check the H-ring height with a flat edge and a welding rod to make sure all the H-rings are all the same height. You can do this with the heads on. If you find one a little high you can tap it down with a long small punch. If its really high or loose in block , you have to pull the head and replace it. When the valve lash get excessive due to backed off rocker arm adjustment, broken rocker arm or hold down bolts or bent push tube, the roller lifter had nothing holding it down and the camshaft slings the roller lifter up like a slide hammer and beats the H-ring up out of the block. Very important to check this because you will putting in another cam and lifters soon if the H-ring is to high and new lifter starts to wobble due to not being fully supported. We know because we have screwed up more than one.

Mack makes 2 different oversize H-rings that will fit tighter in the bore. It just sucks that you have to pull the head when you install them. We usually pull both heads and cam and check all H-rings for proper height and position. We see this quite often when the rocker arm shaft hold down bolts break on powerleash engines (AI and AC ASET engines) and the customer keeps driving. Usually breaks the creramic roller lifter and knocks the H-ring loose.

The 2002 460's were CCRS Etech engines and were improved versions of the ETECH engine. The CCRS style engine was only made for a few years then the ASET engine came out. The CCRS had most of the bugs worked out, that the ETECH had, like improved cam and bearings and high volume oil pump and didnt have a plastic fuel return line coming out of the head. The only downside was most of theCCRS 460's had a wastegated turbo that seemed to blowout wastegate diaphrams and go into limp mode. They were better engines than the ETECHs and way better than the ASET.

For the new DPF equipped MP engines, there is not a service manual for troubleshooting codes. It's all made into the VCADS/PPT software program for dealers and it sucks. I dont know who made up this program but they blew it. The old Mack program was great and the Cummins Insight program is great as well. The code is for EGR mass flow "data valid but above normal operational range, most severe level 1" . Possible cause faulty egr system or faulty harness or connector. Thats all my little Mack hand out says.

Every CHU we have sold has had the same vibration as yours, the engineers have us change the rear shocks, rear engine mounts and the cab mounts and this seem so solve the problem. I have heard of a few EGR valve issues. I hope the new fix for the injector cups solve that problem too. We have had no issues with the DPF on the CXU,CHU and GU's. We have to clean the end of the 7th injector every now and then but other than that, trouble free. We have had no low power complaints at all on the MP8 engines. MPG seem to be better as well. Good luck

We did one a daycab CX not long ago that had factory dual with 2 mufflers and it didnt help much. The owner said it sound good, but after all day of hearing it roar right behind the cab he wishes he would have left it as is. I did drive it and it was loud. Loud enough its hard to talk on a cell phone. The sleeper trucks seem alot more quite due to the exhaust being farther away.

If your CXN has the muffler under the cab and you remove it , you will see a power and MPG increase. Those bottom muffler are very restrictive. We do alot of those here as well.

I,m on the phone to Allentown talking to various Mack guys and gals for about 1 to 2 hours aday. Mostly warranty and engineering people . I have only found 2 that are "making the move". Even the most of the Mack One Call guys are leaving. Who is Mack gonna get to fill thoes shoes? A year form now when I call Mack for help on an ASET problem I'll get a Volvo guy who dosent know anything about a ASET. Dosent look good .

The dealer should call in to Mack and see if any new updated downloades/software are available. This is the first thing we always do when checking for low power. We have alot of issues with incorrectly speced trucks(wrong gear ratios and tire sizes). This can throw the truck out of its tourque curve and HP curve and some ASET engines are picky about that. Is the engine a 460P or 460E? Does the dealer have a dyno? If all else fails call Mack and complain 1-800-866-1177 and keep complaining. We are a dealer and when we had issues with trucks that we could not fix, we call our DSM (distric service manager)and a Mack Engineer and they get us help or info for the problem. We dont always have the answers but we know who to call that does. The interface for the lap top is around $1000 and the software is about $550-650

80 psi of fuel pressure at idle is good but they need to check it going down the road. You can get an higher pressure fuel valve to boost it up to 100 psi. Mack part # 63AM28

fjh is correct , they should be testing the whole intake system. Around that year they had some bad intake manifold gaskets that blew out around #1 cylinder. The new gaskets a steel core in them now. Also the air compressor intake pipe that runs around the back of the engine to the intake manifold has been problems.

The AI engines in the CV,LE and MR's have whats called internal EGR where the camshaft has 2 bumps on the exhaust lobe , this makes the exhaust valves open twice for every time the intake valve opens, this suckes in burnt exhaust gasses from the restricted exhaust manifold and reburns it. The EPA let them get away with this because the CV,LE amd MR's are not "over the road trucks"

As far as aftermarket there is nothing out there yet. However all MP-8 engines are the same regardless of HP. From 415 to 485 HP there exactly the same engine, just the software down load is the difference. If you dont have the 485 a Mack dealer can submitt a HP change request form and tell you how much it would cost.

They did come out with some new improved injector rocker arms and this seem to have stopped the breakage problem. When I asked about changing out the older style arms on older trucks I was told that if they were gonna break, they would have done so by now. They have also fixed the injector cup problem by coming up with a better sealing injector washer and a software download.

We ordered 2 Titans several months ago but nobody at Mack could tell what they would cost. Well finally on Monday we got pricing info. I was shocked at how cheap our dealer price was. I'm not in sales so I dont know how much we will mark them up but I was figuring our cost would be around $150,000. Our actual cost was way cheaper than that. There was also a small option check list too, mostly trans and rear axle options.

If the truck dosent have a coolant conditioner filter, 600k is about right, We see alot of ETECHs with pitted liners and counterbores leaking coolant into oilpan and 90% of them dont have coolant conditioner filters.

Our MP engine turbos come in Cummins boxes and sometimes we get engine parts in Volvo boxes, if they are out of the Mack part # they send the same part in a Volvo box, same engine, same part.

That is very true. We have all these shelves with nothing but plain brown cardboard boxes on them. If these were sitting on the shelf, they would stick out like a sore thumb. I did find another box of rings and a few dead mice under the shelf. Also found 2 Switzer turbo center sections, both in great shape, one still in the box and these are very old as well.

While I was looking on the end of some shelves for a fuel line, I felt down between the wall and the shelf and pulled this out. We got the part back on 1/22/68. I was born 3 months later. I,m going back under the shelves to look some more.

I looked at my 1996 Mack tune up book and the spec for HOT idle is 10-30 psi and at HOT wide open is 34-64psi.

Fuse 18 does the back up lights on ch/cl up to 1998 or non Etech engines. On 1999 and up Etech engined models its fuse 42 out under the hood.

Dont buy it unless its for local hauling or farm use. The 2004 CX and CH trucks had more warranty claims than any other trucks that Mack ever made. Later the CXN and CHN came out with the same engine but had most of the bugs worked out. We still have problems with EGR coolers(made in Mexico), VGT position sensors, EUP's and exhaust manifold gaskets. This is not to be confused with the 2004 CV's and vocational trucks which used a totally different version of the ETECH engine, thoses engines are great.

Raise the hood, below the windshields, look at the "cowl" "the black plastic piece that goes across the cab" On the bottom of the cowl, above the valvecovers there should be 2 rubber snounts that hang down( about 2 inches long). These snouts are water drains for the cowl. These snouts get plugged up with dirt and flies and trash, the water cant drain out of the cowl and then the cowl fills up and water drips into the cab and lands right onto the parking brake sending unit (above the throttle pedal) We see this all the time, remove the snouts and clean them out and replace the sensor and your fixed.

U broke down.............sorry I couldn't help my self

Notice different horsepower ratings and no DPF exhaust filters.