Mackpro

I tried that on a rusty Volvo the other night . I could not get it to clear. Had to pull the turbo and of course both bolts in the turbo broke off. Spent the rest of the night drilling and tapping the holes. At my old work I built a jig to bolt the turbo to so it would fit it in the drill press to drill out broken bolts, it was handy.

X 1000%

You talking about the EGR valve to EGR cooler elbow pipe? Sometimes I just had to walk away after trying to get that thing to seal after 5-6 tries. We made a couple of specialty tools to install and pressure test the connection.

Start with the simple stuff , battery cables being tight . Anything the bed Company added on the batteries ( electric tarp motor cables) . Is the engine dying or just derate/dead throttle pedal?

When the coolant got low the floating ring slid to the bottom of the expansion tank where it got stuck . After refilling with coolant the floating ring was still stuck to the bottom of the tank and now sets off the low coolant alarm. My theory at least. With low coolant codes I’ve had mostly wiring issues ( CHU mostly due to the way the wires are run) and faulty sensors coming in second. Only a few sticking floating rings . Another weird issue ive seen more than once. Driver puts DEF in the fuel tank, DEF eats up injector cup o-rings and now you got fuel in coolant/coolant in fuel. With a little DEF mixed in with the fuel and coolant it physically swells up the expansion tank and makes it look over pressurized.

That’s good that your ECM’s have the current software in them, it really helps in most cases. Mack always had us do the “Snap throttle test” where we would take the exhaust pipe off the back of the turbo and quickly floor the throttle pedal and you should only get a small puff of smoke for a second then clear. Large amount of smoke or continuous smoke could be EGR/turbo/boost issuses

No new bulletins on the P200200 code for common rail engines. There are bulletins for this code on the pre-common rail engines. Mainly making sure the software for the EMS and ACM are up to date and that the DPF filter is not passing any soot . Did you have the filters cleaned while they were off? What did the soot level drop to after regen? If the soot level dropped after regen, drive the truck 40 miles then reckeck soot level , did it rise only 20-30% or jump back to 90-100% or more. The PM sensors are junk and have been junk even after 4-5 updated sensors. This sensor only checks for soot passing through the DPF filter. Will not derate engine . Doing a regular (soot) regen, at about the 75% complete mark , the outlet nox reading will be about 1/3 of the inlet. For example 900ppm inlet vs 300ppm outlet.

On your truck all the sensors and sending units are wired to the engine ecm ( EECU) or vechicle ecm ( VECU). The EECU and VECU send the info on the high speed data link to the dash cluster. There are no individual wires from the sensors/sending units to the dash cluster/guages .

We have nothing that old in our scrap/ junk/ wrecked bone yard out back . We have 3 trucks down now due to no parts available. I’ll ask around and see Monday if anything is available at my old work

Theses were 600,000 mile trucks

I looked at 2 different wiring diagrams for for a 2003 CCRS engine and got two wildy different answers. One shows the wake up wire and one didn’t . None of the PIN numbers matched each other on the power and grounds so I’m of no help.

There is a “wake up” wire from VECU to the EECU. I’ll see if I can find the PIN numbers

If your EGR is deleted I wouldn’t go above 440 HP. Export MP8 engines with no EGR /DPF or DEF we’re limited to 440 HP. The Mexican Volvos running around here are D13 (same as MP8). They have EGR but no DPF/DEF and they are at 465HP. The fully deleted 445-455 and 505’s around here have suffered from cracked/chipped exhaust valves which wiped out the turbocharger as well. I’ve personally replaced 3 cylinder heads/turbos on deleted MP8’s .

I was thinking same thing , use the ASET AC turbo actuator air supply filter/filter base to ensure clean air the the AHI. This is so important now because AHI modules are on a 3 month back order.

I was just thinking of the camshaft on the way to work. While the hollow pressed together camshaft is nice and saves weight . We have had to replace one in of our early common rail engines. Maybe machine them for a keyway so the lobes wont slip. I like the new set up with the lightweight camshaft because it does away with the big camshaft vibration damper/balancer at the rear. This allows more room for repairs on things like upper timing cover R&R and camshaft timing .

You have the electric viscous or the air fan clutch? If air , fuse 41 in the fuse box out on the fire wall supplies 12 volts to solinoid , the ground returns to J1 pin 9 as you said . The J1 connection is the top connector on a CV as the engine ecm is on its side. Fuse 41 also powers the pto and torque limit harness on to of the trans, as well as the freon high pressure switch

As FJH said , a true high pressure common rail fuel system. Put the high pressure pump where the optional REPTO PTO goes as I rarely see this used. Make the EGR valve and cooler easier to remove/replace. A separate air filter for the AHI as no one changes their air drier cartridge anymore and this the cause of 90% of AHI failures. More/better insulation on the chassis wiring harness. Re-program to where the engine won’t won’t derate when a ABS fault occurs.

The weak-link we saw on the original ones was where the top V torque rod was attached to the top of the Diff carrier. They did some minor updates then a couple years ago finally did a major diff carrier housing re-design and this solved the issue for good. The only problem I have heard is where the V torque rod attaches to the frame . The bolts ( 2 bolts on each side) have been known to break in extreme loaded off road conditions. Theses are GU/GR tri axles max loaded 80,000 pounds+ on rough job sites. The bolts will break on one side and usually on the front drive. This usually tweaks the V torque rod where you can’t get the new bolts to line up and the V torque rod has to be replaced. We always replaced all the bolts while we were there. This was about 2-3 years ago . I have not heard of any problems since. I have only heard of one with a broken leaf spring , a young boy at the shop changed it in less than 3 hours. All in all it is a good set up even though I mostly saw the bad side of them. As I said earlier, all my dump truck buddies have no interest in going back to camelbacks.

Sometimes it’s referred as a E7 engine. The E7 came out around 1987-1988. And was a updated /refined E6 . The ETECH came along in 1998 and it was also referred to by Mack as a E-7. When the CCRS came out in 2002 ( updated ETECH) it still listed by Mack as a E7 . Finally in late 2003/early 2004 the ASET AC and AI engines came out and Mack dropped the E-7 reference from what I can tell . In reality your AI engine is a E7 because the heart and design of the engine is just a updated ( to meet emission requirements) ETECH engine .

Back when the CV’s came out I used to hang out in the salesman’s office and watch him spec out dump trucks. The bottom pads were available in urethane and were a $350 option. No one ever wanted to spend the extra money so they always came with the standard rubber bottom pads. However if you ordered the truck from the factory with a 3rd axle( lift axle as we called them) installed at the “Mod center” , the urethane pads were standard. By the time the GU’s came around we went ahead and spec’ed them with the urethane pads . From what I hear from my buddies running out of the quarry, everyone ditched camelbacks and has been running the M-ride for the last 4 years . Had a few issues the first year and a half but that got straightened out and now no one around here wants to go back to camelbacks .

One of my good friends was in the Mack Masters competitions back in about 2005 . He was working at one of the other dealership locations north of the one I worked at . He tried and tried to get me to join his team. He was a lot better Tech than me and I was afraid I’d let him down. He said the competition was tough and winners were extremely good . He also left the dealership life several years before me and also went into fleet work like me. We both still are stuck working on Macks .

There was a parts bulletin as well MTPI 262-001 exact same info , seems to only affected CXP CTP

Go to Mack emedia https://macktrucks.vg-emedia.com in the keyword search type in SB262001. This was the fitting change on the new pumps for the CXP and CTP

If a Mack Transmission then check the yoke bolt on the back. A lot of the time our trucks come in with the bolt and washer missing. This bolt holds the yoke on and also holds the tone wheel tight. The speedometer sensor reads off this tone wheel. A Fuller transmission can have the same problem but is a really common problem with the Mack trans

I believe the Volvo D16 came out in 2006 with EGR only and only in the VT880. Having worked on a few MP10’s , the engine is massive and is physically much larger than a MP8. Plus the radiator is huge. I’d think it’s next to impossible to cram it in a CHU. Now get a CL with a bad engine and put the CHU cab on it and then paint the D16 red and slap some Mack stickers on it and you might be in business however getting the Mack Vecu to talk to the Volvo engine ecm would be a miracle.