Mackpro

The braded line that run from the expansion tank to the top of the top radiator pipe has been know you collapse inside . Take the line loose at the radiator hose and see if you can add more coolant. Sometimes the elbow fitting on the expansion tank is actually a check valve with a ball in it. This can get stuck and cause issues. There were many variations of expansion tanks and piping and fittings over the years and service bulletins for upgrades that could be done .

Usually we get over temp on the T2 temp sensor and the regen kicks out when the injector cups are leaking . However , going over some old notes , yes , the cups can cause all sorts of regen issues.

Drive it around the lot. Sometimes the ABS Ecm needs to see wheel speed to clear the code.

Is this on a newer truck with the power divider and inter wheel lock too?

I always found it weird that they hid the brake light switch on the outside on the RD’s with an ETECH engine. I can’t remember If the earlier RD’s were like that as well.

Being it’s a GR , all the lights go through the LCM . Light control module. In the fuse box on top of the dash check all the fuses marked LCM1 -2-3-4-5 . There possibility as many as 6. Also there is a fuse F49 that is related to the back up lights .

Look for a switch on the dash or on the overhead console that shows a fan blade and says sleeper or bunk. This shuts off the sleeper heat/ac

The S22 code is the Mack 3-2 code rpm sensor on the flywheel open circuit. The S231 is the J1939 data link between the Ecm’s. These are always green and yellow wires twisted together.

https://macktrucks.vg-emedia.com Type in SB221034 , this is all the terminal part numbers for the pins for the connectors on the ETECH and ASET engines. The connector bodies themselves are harder to look up. The dealership can call parts specs and they will send them the blueprints of the harness with the part numbers of the connector bodies. Just had to do this on Monday on a ASET.

The upper black rubber bumper part number is 12AX141

https://static.nhtsa.gov/odi/tsbs/2013/SB-10054150-5440.pdf

There is a metal “L” bracket that is on the steering column bracket. This “L” bracket serves as a upper stop to keep the clutch pedal from coming up to high. There also a rubber bumper on this “L” bracket. The rubber bumper usually falls off and the “L” slowly get bent up allowing the clutch pedal to go higher. This is Partially due to incorrect clutch adjustment and /or the clutch cable length adjustment or stretch. I’ve seen people bend the “L “ bracket up to get clutch free travel when their clutch wouldn’t adjust anymore. If you have the big “grated” clutch pedal,, it was a option. You can get the standard pedal still I believe. It was easy to change,

https://www.mid-americaclutch.com/literature/mack-truck-sb313005-air-operated-clutch-assist-adjustment-troubleshooting/

Great point , most all of the individual connector ends are still available for the ASET engines. Just last night I replaced the harness end on a 2005 CHN ASET turbo actuator . Anymore the harness can be repaired unless damaged by fire which was common on the ASET AC engine

I can look into the code in the morning. All my books and notes are at work .

There is one showing at one of the Mack part distribution centers PDC . Usually when the show only one available it’s for saved for dealerships who have truck in the shop with an open work order on it. The dealership has to fill out a VOR form to get the part. It keeps the dealerships from buying up all the hard to get stuff and marking it up 100% because there’s few available. A lot of the time the PDC only shows 1 but actually has many

Good news , bad news and good news again . Good news is yours is a CCRS engine so cam keyway is not a issue. Bad news , going to 460 is a royal pain. Turbo and injectors have to be replaced and have to add in a boost sensor and wire it to ECM if not equipped. Even worse news is the CCRS 460 is you have to use the problematic wastegate turbo that can derate at any given moment if the boost pressure is not perfect. However here is the good news. The CCRS 350,400 and 427 use the same injectors. Best bet is to jump up to the 427 , you will still need a bigger turbo but it won’t be a waste gated one plus you don’t have to change injectors. We detuned a lot of CCRS 460’s down to 427 just because of the turbo problems .

If it’s to the point of vibration and shake under a load pulling a hill we automatically pull all 6 injectors and cups , it comes in a kit

Also , at least your truck is a 2014 , injectors are available your yours . One of our 2008-2009 MP8 has be waiting for injectors since first week of August . They are finally supposed to ship out today but still have no tracking number. I believe there are 5 different MP8 injectors not counting common rail engines.

I vote cups as well. Unless no other visible leaks or damp spots in the fuel piping it’s always cups. Only 4 other things I have ever seen cause hard starting. 1 , fuel pressure relief valve that screwed in front of head . The updated one is really rounded on the end , the old style is flat all the way out to the end , takes a 7/8” wrench to replace. Yours being a 14 should have the new one . I had a 13 year model with the old one a couple weeks ago though. 2, fuel filter stand hand primer pump leaking when you pump on it. 3, tandem pump leaking at weep hole. The power steering pump and fuel supply pump are bolted together and there is a weep hole between them , if this is really wet or fuel dripping them it can cause hard starting , usually on trucks with 650,000plus miles. 4 , plastic fuel line connector at filter stand transition. The plastic fuel line from the fuel tanks quick connects to a fitting on a bracket on the filter stand. I’ve seen the factory zip tie the fuel lines so tight that in a hard pull the engine tilts and it pulls the fuel line back slightly and sucks air . Also a cracked plastic fuel fitting at fuel tank that was cracked by running over a deer. Now after all that is said. If your engine starts but dies after a few seconds then it could be leaking reman injectiors or a bad oil control valve for the engine brake .

When going from 350 to 460 on any ETECH style engine will at least require turbo and injectors. If it’s the first series of ETECH then the cam key will need to be replaced with a off set keyway or it will overheat in the summer. Also some of the ETECH 350 has a smaller vibration damper on them. Mack made us put the bigger damper on even if we bumped it to 400 HP. The CCRS and ASET series all use the straight cam key way regardless of HP rating. Yours being a 2002 could have either the regular ETECH or the CCRS engine. One way to tell the difference is regular ETECH has a plastic push on fuel return line coming off either the very front or very back to the cylinder head and goes to the fuel pressure regulator on the RH side of the engine block above the air compressor. I can have my guy pull up the build info and engine type . Just need the last 6 of VIN . Remember the ETECH . CCRS and ASET engines are just 11 liter engines. Comparing a 400 ETECH to a 400 CAT or Cummins are to wildly different animals.

Not as bad as the injector/cup issues in the MPs but close. At least the got close to getting the cam issues resolved. I was doing 3 cam jobs a week back then but I was barely 30 then . Id do good to get 2 done a week now.

The original fuel supply pump on the first couple of years on the ETECHS did have a key-wayed steel gear and never gave any problems. My favorite engine was the 2002 CCRS 427 . Now if I could get it with the Powerleash engine brake would be even better. I wish they would have bumped the displacement another 70-75 cubic inches and got it to a 13 liter and making a easy 500-525 HP

Manual trans or Allison or Mdrive?

Wow , I didn’t know that . The one I built was probably back in 2009