Mackpro

the AC ASET engine and AI ASET water pumps are the same pump except for the pulley size. If wrong one is installed you will have cooling issues

He have been getting bad AC compressors right out of the box for our Anthems and CXU’s . We started Ohms testing the clutch before we put one on now. And these are Mack ones for the dealership. The HVAC control panel and the door panel switches also seem to have a high failure rate . The newest door control panel part numbers seem to do better.

Only bulletins I’ve found is for older trucks bumping the software up to go from the 2G to the 3G networks. There are always updates for the Telematics/TGW popping up when we plug in Tech Tool. We just got in our first 2022 ( built last month) and the only software updates needed were for the TGW .

Check the banjo fitting in fuel line that goes from the Engine ECM cooler plate to the the filter stand . Trash gets pulled through the fuel lines , through the Engine ECM cooler plate then lodges in the banjo fitting at the fuel filter stand. Be sure to look inside the fuel line itself. Being a 2015 it should have quick disconnect fittings on the fuel lines on the Engine ECM. Earlier MP’s had banjo fittings on the cooler plate that would also clog.

I found my Mack tube up /Spec book for the 1996 year models. A EM7-300 mechanical should be makeing 20-28 psi in a hard pull . Check the fresh air intake piping for the air compressor. The air compressor get it fresh air from the intake manifold. Any leak on that any you will loose boost. The original intake manifold gaskets were later updated to steel core gaskets due the paper gaskets blowing out

Did you have this issue before the Delete? Did this truck have DEF fluid/SCR system on it? The combustion valve on the intake manifold could be stuck open or leaking abs sending boost pressure into the bottom of the DPf housing. Fuel pressure needs to be around 55 idle and 65 at 1200 rpm. Boost pressure should be hitting 31-32 psi under a load . Turbo wheel speed should be hitting 109,000 RPM,. Any boost pressure leaks can kill a MP7. Boost pressure sensors are different between SCR engines and non SCR engines. Wrong one can cause low power. Any major tire size changes? Going from 22.5 LoPro to 24.5 full size with out changing the revs per miles can really mess one up.

Good reminder FJH, ask for new bolts because with the new thicker manifold the old bolts will be to short,

The SB215057 only applies if your using an original old style intake manifold

https://www.scribd.com/document/514541769/sb214061

Mack service bulletin SB214061 shows the new design intake manifold for MP8 and MP7’s that use the longer bolts but no spacer. If your intake manifold is not broken and your just replacing the broken bolts the service bulletin SB214057 shows using the longer bolts with a spacer , I will try to attach links to the bulletins

There is a service bulletin on the intake manifold bolts . They came out with some new longer bolts with spacers on the ends . The broken bolts and intake manifolds we’re common more on the MP7 than the MP8. But seen plenty of both . The broken bolts usually come out easily sometimes with just using a pick to spin them out. If you do have to drill them they are very soft and drill easy.

Yep. I know the ASET AC engine takes a special boost pressure sensor . I believe the ETECH, CCRS and the ASET AI all take the same part number . They all look the exact same and it’s easy to put the wrong one in . And yes it won’t run right it if you do put the wrong part number one in.

https://manualzz.com/doc/31850982/service-bulletin Here is the bulletin on adjusting the waste gate . Also trying a new manifold pressure sensor might be something to try first .

Everything on the CCRS 460 has to be perfect to keep it from over boosting and causing the dreaded 4-5 code and derate. Even being a new turbo it could still not be calibrated correctly and over boosting.

This issue is as only for the ASET AC engine that came in the CXN and CHN trucks and also the oddball 2004 year only CX and CH truck. Your truck ( ETECH, CCRS and ASET AI style engines) air compressor air supply is on the pressure/turbo boost side of the intake system which is good .

You can pop the plastic cover off the circuit board pretty easy on the VECU. The 1999 and up RD’s had problems with the VECU mounted with the connectors facing straight up . The windshields would leak water into the VECU since it was facing up . Took several of the VECU apart to dry and possibly save them

That top wiring diagram looks to be for a manual transmission with the 2 wires going from the road speed sensor all the way to the Mack VECU Vehicle electronic control unit . And of course the bottom diagram is on the Allison side . I think ( and I’m only 60 percent sure) that when the VECU is programmed for use with Allison trans it disregards the normal road speed inputs and looks for the info over the J1939 data link from the Allison ECM .

Mack has a couple of bulletins on this code. The newest version of Tech Tool has the new troubleshooting procedures. Mainly looks like slopped cam lobes.

Lol, If I had my own personal truck, I would not have any auto transmission/M-drive. However being in fleet maintenance and not having to deal with the issues of the Mack T310 we we’re having, we can focus more on regular services, brakes and tires. I really miss shifting the Fuller super 10 transmissions.

The common rail engines camshaft is just a hollow tube with lobes heated up and dropped on the tube . And they did away with the vibration damper on the back of the camshaft. Make it a lot lighter to change. All of our common rail trucks have been great , all of ours have had the EPRV delete , fuel rail pressure sensor/harness upgrade done and that helped a lot. We also switched to the M-drive trans and that cut our maintenance issues by 30%. No more clutch adjustments, synchro replacements , PTO to trans leaks stopped.

Mack figured out they didn’t need the electronic fuel pressure regulator vale EPRV so they came out with a delete kit and software for the failure prone valve . This was only on the common rail engines. I believe some new dealer only tools just came out to check for spun lobes on the cam shaft

Mack service bulletin SB-221-029 was specifically for the 4-5 code troubleshooting. Service bulletin SB-214-017 is more on the design and function of the CCRS 460 turbo. I’m not able to find online links for either .

There is a service bulletin on the “4-5 code CCRS “ I’ll try to find a link to it. In the US this waste gated turbo set up was only on the 460 HP CCRS engines, right before the ASET series engines came out . It was an on going battle to keep the boost pressure in the right specs to prevent under boost or even worse over boost that de-rated the engine. We downgraded several trucks to 427 Hp to get away from this nightmare. My favorite truck of all time was the 2002 axle forward CH 427 CCRS with a Fuller super 10

Also if your DOC ( where the exhaust goes into your DPF assembly) is face plugged , it will never get hot enough to burn the soot to ash in the filter. Look up “ face plug DOC”