Mackpro

If EGR deleted I would not go above 445. Factory Export MP8 with no emissions are limited to 440 HP. We have several factory export 2016 Volvos running around here that have EGR only ( no DEF/DPF) and they are 465 HP. Don’t know how they got here but at least 10 I know of . You could have the dealership bump you to 485 if you have a Mack trans or one of the larger fuller trans , usually it’s really cheap.

To me it does. I also have access to the VOCOM 1 and 2 which I have to use with TechTool because if I’m not using VOCOM it limits some tests and programing.

I get ahead of myself sometimes.

MP8’s before DEF . Had HP ratings of 415, 425, 445,455 and 485. Torque output was 1540, 1560, 1660 or 1700. This all was mostly determined by if you had the Econodyne, Maxicruise or Maxidyne version . The 415C has more torque than a 445M 1660vs1650.

Has the emissions been deleted? If so , seen several trucks with valve issues. Mainly if the EGR has been deleted. Disregard, just noticed that FJH was ahead of me on the EGR delete issue

On MP8’s. Looking on the left hand side of engine. Look to the right of the engine ECM . There are two sensors screwed into the block at an angle, one above the other. The top one is the crankcase pressure sensor. Bottom one is oil pressure sensor. The part number has been updated several times due to high failure rate of early ones. This same part numbered sensor is used in several locations on the engine as fuel pressure sensor , piston cooling oil pressure sensor and AHI fuel pressure sensor. MP7 locations are different than the MP8.

As Onyx610 said , probably EGR system related /low boost

If your regen temps are getting super high like 950-1000 degrees and kicking the regen out then I would definitely be looking at injector cups being the problem. Just last Friday I had a 2015 MP8 that would not complete a regen and had high spot codes. During the regen I could see fuel pressure start to drop and temps shoot up . Number 5 and 6 cups blown , the injector sealing surfaces were pitted so I replaced both cups and injectors. Driver never mentioned hard starting but after failed regens the truck spun over a few seconds before starting

The VMAC 3 software diag is awesome. I used the Nexiq USB link 2 interface with good luck and now use the Noregon DLA 2.0 adapter mostly.

To really look into the ASET-AC engine you almost have to have the old VMAC 3 diagnostic program and get into the advanced diag screen where you can view the EGR actual flow and target flow, the turbo wheel speed, boost pressure ( running and key on/ engine off readings) throttle % and engine load . Of course a million other things to look at on those engines. Rocker arm hold down bolts , valve adjustment, turbo calibration, fuel pressure, boost pressure relief valve worn out. One day I need to write all this down .

I left the dealership and now only work on MP equipped truck but at least it’s fleet maintenance. We buy the max extended warranty on every part of the truck we can. It has saved the company lots of money. Surprisingly, the extended chassis warranty has helped out more than I ever thought it would. Getting little things like turn signal switches , HVAC components, dash clusters , seat belts, am/fm radios , wiring harnesses and door control panels covered out to 4 years did make it worth it.

After some research it’s a ASET AC-460E engine. Software updates were done a couple of years ago. The engine software was updated to the newest level but the VECU was updated to Step 12A which is OK but they should have bumped it to Step12B to get their money’s worth. Step12B has been out since 2007-2008. Of fuel pressure and boost pressures are good. Getting a dealership to install the 460P HP program might be worth it. If Mack Corporate will turn it on that is .

Back in the late 80’s one of the old guys I worked with was messing with a rough running E7 . He pulled the fuel filters which had been replaced trying to fix the miss . He poured out diesel. Then re-filled with half with diesel other half automatic transmission fluid. Within 5 minutes it was running like new . Not saying put ATF in there but looked like a miracle to me .

Awhile back we were able to get the inlet NOX sensors but not the outlet ones . Now that has reversed and the inlet ones are impossible to get. The dealership we get parts from heard yesterday from corporate that things are going to get worse. We did buy 4 of the Dinex outlet nox sensors about 4-5 months ago due to trucks down . 3 of the 4 failed but it got us out of a jam till the factory ones came in. The failure rate and issues caused by the aftermarket and counterfeit nox sensors was so great that Mack released a bulletin on how to spot counterfeit and aftermarket nox sensors. . As far as the boost leak , don’t take the rear EGR elbow pipe off unless you have a way to pressurize the intake system. You can actually make things worse. The elbow has a floating collar and is a extreme pain to get sealed. We have a tool that goes on the aftercooler and pressurizes it and the intake manifold which in turn pressurizes the EGR system and you can locate your leak. If it is the elbow connection , use new gaskets and clamps . You will find you will need to readjust the clamp and collar a few times between pressure testing to get it air tight. There has been times I’d wished for a super greasy clutch job than to reseal that elbow.

What’s the model and last 6 of VIN ? Such as CHN613 ,CXN613 or CV713.

The bad thing about the common rail valve adjustment is the fuel rail is in the way and I had to buy new straight feeler guages to go under the fuel rail to reach some of the valves. The clearance’s on the MP8 common rail are the same as the old MP8’s though. I’ve been told that on the common rails that MP7 and MP8 uses the same pumper and non-pumper injectors. The injector cup is still the same part number but they redesigned the injector hold down yoke and went back to the shorter hold down bolt that the very early MP engines used. The one I had apart today already had the EPRV electronic pressure relief valve delete done at the factory. All of our older common rails had to have the EPRV delete done at the dealership usually around the 100,000- 200,000 mile mark .

I use a Bluetooth snake camera looking at my camshaft marks . I can zoom in on my phone while turning the engine over to see the marks. Works great.

This truck runs almost 24 hours a day short haul/ farm related. Already 137,00 miles , routine maintenance. It’s listed as a 22 but we got it a little more than a year ago.

Camshaft marking will be 5/PE6 , 3/PE2, 6/PE4, 2/E1, 4/E5 and 1/E3. On 5/PE6 you do intake valve on #5 then #6pump(injector ) and #6 exhaust . On 2/E1 you do #2 intake and exhaust on #1. If your lucky the marks are stamped on the camshaft. The 2022 I did this morning, the marks were laser etched and almost impossible to read

It’s somewhat different than regular MP’s , I’ll post some info shortly

SB-261-008 is the service bulletin on the air compressor coolant line re-route . This is the only link I could find online. https://www.yumpu.com/en/document/read/31273801/service-bulletin

https://www.bigmacktrucks.com/topic/59842-casting-sand/

Make sure you replace the small line that goes from the coolant tank to radiator/upper radiator hose elbow. This line can collapse and cause issues like air pockets and only being able to fill with 2-3 gallons of coolant rather than the 10+ gallons required. The 2000-2001 year model ETECHs had issues with engine blocks not washed out correctly and the sand from where the engine blocks were cast would settle at the back right corner of the engine block and block coolant to the air compressor. Almost always you would find the paint cooked off the head of the air compressor due to it overheating. Twice in one day we had 2 trucks towed in where this happened and the air compressor head gasket blew and pushed coolant back through the fresh air intake pipe which goes around the back of engine and into the back of the intake manifold. Coolant got forced into the #6 cylinder and hydro-locked the engine and bent the #6 connecting rod so bad we had to cut if in half with a torch. Mack came out with a new coolant fitting for the back of the block then later instructed us to run a new air compressor coolant line around the back of the engine and into the water manifold to totally get away from the core sand issues .

https://www.bergeystruckcenters.com/efs/wp/domains/www.bergeystruckcenters.com/wp-content/uploads/2021/09/REMACK-Product-Technical-Brochure_compressed.pdf Here is the Mack reman catalog, it’s helpful in part numbers

The 5.27” pulley is for the AC engine in the CX/CXN and the 5.88” pulley is for the AI engine in the CV, CT , MR and LE and possibly some of the last RD’s and CL’s . The smaller pulley pumps more water to cool the EGR cooler .