Mackpro

Screen clogged in the lower radiator Y pipe where it goes into the oil cooler. This restricts coolant to EGR cooler and it cracks . Then boost pressure is blown into cooling system when under high boost loads .

If power loss has been gradual over the years. I’d look at getting the pump timing adjusted. Timing gear train wear over time will cause the pump timing to slowly retard. I’ve seen them as much as 2 degrees below spec. I alway set them 1 to 1.5 degrees over the spec on the valve cover. Being in a RD I’d only go 1 degree over spec. CH’s and Superliners with the bigger radiators can go 1.5 degrees over. Also check you muffler. Some of the older RD’s had those small canisters mufflers that broke apart inside. And like the guys said above. Check linkage for full throttle and especially the kill leverage way forward. Chased a low power issue for over a day one time and it was the kill lever not adjusted. Also if truck has an air ride cab , be sure to check the linkage with the cab aired up. Check air filter for being put in upside down( don’t think it will even run that way though)

Good deal!!!

The EGR valve is on the RH side of the engine bolted to the exhaust manifold towards the rear . The EGR valve has about a 6 “ harness coming off of it with a 2 wire connector. This connector is usually zip tied to the very center of the back of the engine. You have to remove the lower center of the dash and remove the firewall engine cover to get to it.

Sadly it was only for the first generation of ETECH’s 1998.5 through 2001.5 then the CCRS started and they dropped the 460 XT. They did have the 460 performance and 460 economy for the CCRS but both were prone to the wastegate turbo derate issues. Had a buddy with a 1999 CL713 with the 460XT , I copied that engine data file and reflashed a lot of ECM’s to the 460 XT many years ago.

In my notes from 2010, one of the best running engines we drove was a CCRS 427 HP with 460 injectors. But also Mack did a software change to a different data file that really made it come alive. Best I remember it was originally a 460 CCRS with the classic random derate due to the turbo issues. Detuned engine software to 427 and installed a 427 turbo while leaving the 460 HP injectors. Performance took a hit more than we thought it should, corporate sent us a different data file and bam we gained it all back and then some.

Some of the delete programs also do the EGR valve and some don’t. I would unplug the EGR valve and run it. The deletes on Mack’s are so hard to get right because of so many changes between every 2 years of production. 2008-2009 were DPF only. 2010-2012 DPF and DEF/SCR non-OBD. 2013-2014 was a big jump in wiring and in software to OBD. 2015-2016 was the GHG greenhouse gas emissions years with different software and injectors. Then common rail started in 2017. Biggest complaint after a delete is the fan clutch either won’t come on and the truck over heats or it’s stuck on all the time. Followed closely by the truck has no power now after the delete. Usually caused by EGR deleted and not unplugged and blocked off. Even if EGR is deleted and blocked it the valve still need to be unplugged. Also on some years the turbo actuator was on the same data link as the DEF level sensor. Wrong delete gets put in to kill the DEF level sensor and it also kills the turbo actuator.

In the last few years we have seen that the factory doesn’t grease or tighten any thing very good. As in no grease on the king pins and front steer axle U-bolts loose. Sometimes the dealership catches it , sometimes not. I vote spring eye bushings or loose U bolts

Check fuses up in top of dash, there should be a bigger square on for the blower motor then one for the control panel. Also there is also one labeled something like sleeper AC or Sleeper HVAC , check this one as well even if you don’t have a sleeper. If all that is good see if the control panel lights up if you push the fresh air / recirculate button or the AC button. The HVAC unit has its own wiring harness that plugs into the main cab harness, you can see this harness connection to the left of the HVAC unit, well below the dash fuse box. The harness is known to rub on the metal braces and brackets in the area around the harness connector.

The lower fan speeds go through the resistor. High is usually direct straight from the switch. Usually the back of the switch is melted. This is usually because the cabin air filter is clogged/dirty and the blower motor is trying to pull air through the dirty cabin air filter and it over heats the wires, switch and connector on the HVAC control panel. The cabin air filter needs to be changed at least every year. If it’s a farm truck or used in dusty environment then every 3 to 6 months. The older trucks came with a blue mesh screen filter that you could wash out. It’s now been replaced with a fabric house style filter that you just throw away. Super easy to change except on the older CXU, CHU and GU trucks. A little harder to change on the AN, PI and GR trucks due to kick panel redesign. Also alway run in recirculating mode keeps from drawing in dust and other stuff that clogs the filter .

It’s one of the most hated things about the MP engine from a technician’s point of view. Getting that floating collar lined up and sealed can be a pain. Sometimes you get it the first try or you spend an hour messing with it. If the elbow is ever completely removed I use a wood splitting wedge between the elbow and back timing cover to hold the elbow in place while you get the clamps started. I also smear a very light coat of grey RVT on the metal gaskets to hold them in place.

Yes. We always pressure test before putting turbo back on . We clamp on the Mack/Volvo 9998288 aftercooler test plug on the RH side of the aftercooler. We made a turbo /exhaust manifold block off plate out of some flat steel. We bolt it in place of the turbo. We then pressure up the after cooler pluck off plate so it pressurize the aftercooler , intake manifold and EGR system. The leaks show up quickly.

Exit Inducment is only on the 2013 OBD trucks with the 16 pin OBD connector. On the 2010 emission trucks we do the reset and 2 regens and if the engine sees good NOX readings it will unlock the Derate. You can start a regen then unplug the 9 pin Doag adapter and back out of the regen screen . Plug the diag connector back up and go into Test and then Monitor sensor and choose the inlet and outlet box sensors and view the nox readings while the regen continues

It’s called SCR Dosing test (For Derate Reset) that is the closest thing to Exit inducement . I think we used to do the Derate Re-set , then 2 regens and a 45 minute test drive . I can’t get the picture to upload for some reason

I’ll see if I can screenshot it off my PTT tomorrow

Mack service bulletin SB-214-017 covers testing the testing the wastegate. It’s pretty detailed on testing and when it should be opening and staying closed. Be sure to pressure test the complete intake system. Thoses years had paper intake manifold gaskets that were later changed to steel core gaskets due to blow outs. The air compressor can get its fresh air from the back of the intake manifold. This metal pipe and hoses can leak which leak boost pressure. Unit pumps and injectors are wear items and can weaken over time.

Your on the right page , you have to you have to scroll the slider down on the right hand side of the screen to see the bottom of the screen. It might be called something like SCR re-set but it’s with the DEF dosing test. Is this an actual version of Tech Tool or a bootleg copy?

If a pre OBD 9 pin , it’s under “Test” then go to “Intake and Exhaust”, then I believe “SCR test” scroll down and it’s at the bottom of the page. You have to have the DEF doser loose as it will dose DEf fluid when it does the re-set.

Is the diagnostic connection a round 9 pin or rectangle 16 pin OBD connector?

Does your 470 CCRS have a wastegated turbo? Over here in the states our 2001.5 to 2003.5 CCRS 460 had a wastegated turbo and was a royal pain to get it to run right . We detuned several to 427 and replaced the wastegate turbo with a standard 427 turbo and no issues. With the 460 CCRS program over here, the engine ecm looks at the boost pressure sensor readings at different engine load, throttle pedal and other sensor readings and there is a narrow band of what the boost pressure readings would be. If the boost is not in the correct range then the engine pulls the fuel back and usually sets a fault code. When all was correct they ran great , if not then it was about like having. 300 or 350 hp.

If you got a VMAC 1 truck then you definitely need the Vmack 1 cartridge. The Heavy Duty cartridge had the individual chips. We had the “credit card chips” for the VMAC 3 for the early Etechs and a Detroit 60 card and possibly maybe some Abs cards for Waco and Bendix. The VMAC 3 cards didn’t work very good on the ASET engines .

eBay is usually the best bet . The guys that I know that have the ProLink stuff treat it like gold.