Mackpro

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.

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