Mackpro

Build date was 5/18/2000, ETECH 350 HP, Eaton FRO13210C 10 speed trans . Eaton 4.11 rears. Can be bumped to 400 with just a Dealership download. Although they might want to install the bigger vibration damper if not already installed.

You are correct, I wasn’t paying attention to the model year. Also the CH was the the only modern Mack to have a serial number over 100,000 ( last six of VIN)

Very early CV’s had the last of the early Etech engines in them. This was only for maybe 6 months to a year then the CCRS ETECHs for maybe a year and a half then finally the AI ASET till 2007. Which also in 2007 you could get the CTP with the non-DPF MP7. This only lasted 1 year then the GU’s came out in 2008 with MP7 or MP8. And now we have the GR . There was also the CXP road tractor with the MP7 non-DPF that only came out in 2007

I’ll pass it along to my dealership buddy and get some info on it . Should actually be a CHN613 , the CHU didn’t come out till 2008.

Build date was 12-22-04. 460P engine with powerleash engine brake. Came factory with the Fuller RTL016918B 18 speed trans. Mack rear CRD203 carriers with 3.94 ratio. EECU is at step 4 needs to be flashed to step 5 and the VECU is at step 11 and needs the step 12b program.

Check fuse 53 in upper fuse panel. Also the short harness that goes to both pressure switches besides the radiator is know to break inside the insulation. Also pull the kick panel off in front of the AC unit, look at the harness that connects to the HVAC harness, it’s know to rub some of the dash brackets and braces. Should be fairly easy to inspect. Lastly, the thermostat/freeze sensor. It’s hard to see and get to. Reach under the AC unit to the right of the blower motor, it just pushes in . I don’t know of a good way to test it though. Lately we have gotten bad new control panels and compressors . Compressor should have 3-5 ohms , under 3 ohms and it causes weird issues

If the injection pump timing has not been checked in a long time I would get it checked and bumped up one degree over what it says on the valve cover. No more than 1.5 degrees over factory or you can get overheating issues. I remember checking pump timing on high mileage trucks and finding the timing can be as low as 2 degrees under factory due to slippage and gear wear .

They all look close to the same but many small differences. The injectors, turbo and camshafts can be different depending on emissions years. 2008-2009 are the same. 2010-2012 are the same. 2013-2015 ? OBD are the same. Sometime between 2014-2016 the GHG (greenhouse gas ) engine came out. You can tell it by the spacer under the valve cover . Then in 2017 the common rail engine came out , it also has the spacer under the valve cover but the injector harness runs through it . Then in 2020-2021 the engines started coming with only 2 oil filters. In 2022 the software systems and cab ECM’s are different and called VMAC 5 instead of VMAC 4 like the past MP engines .

There was a issue with the cartridge style water pumps where air could be sucked in through the weep hole. Causing coolant push . There is a bulletin on removing the water pump , turning it upside down and filling the cavity up with water then apply 10 psi air pressure to the weep hole and watch for bubbles.

https://f01.justanswer.com/HeavyEquipmentTech/6bc71206-6fd3-4357-bdfd-e51101cf15ec_Mack+cooling+system+revisions+SB215025.pdf For the AC engine

I’ll see if I can find the service bulletin and post it here. It was more than a thermostat housing change if I remember, it was for the 2003.5 and 2004’s, by 2005/2006 most truck had the updated parts from the factory. The thermostats themselves were a 180 and a 185 degree, where they both would not open at the same time causing a coolant surge.

The big muffler box is the SCR box, it’s where it the DEF fluid and exhaust and mixed and lowers the NOX levels. The outlet NOX sensor sniffs the exhaust as it comes out of the SCR box , if the NOX is to high you get the 5MPH derate . So in other words, it has to on there unless you get a delete done.

I’m gonna go with what Macktech20 said. Low fuel pressure can set of random and multiple EUP fault codes. Back in my dealership Programing days , I remember seeing the term “BIP” when describing engine model and horsepower as in “AI427BIP” but never got an explanation to what it means. Not all engines had the term BIP in the data files I saw.

If both yellow and red light both on at the same time and it has a grey engine (non-MP) it’s low coolant sensor and or low coolant . Common to see this when first starting engine, then as coolant expands and rises , it touches the sensor and lights go out .

If the the truck came with a oil temperature guage, the sensor for it would be right by the oil pressure sensor as well . The oil pressure sensor will always have 3 wires and the oil temperature sensor will have 2 wires. It’s common to find these sensors broken after a starter change it seems .

RB and RD’s with Etech engines came the the VECU ( vehicle control unit) mounted with the connectors facing up right under where the RH windshield would leak and drip right into the VECU. This caused lots of issues including throttle pedal issues. Pull the kick panel down in front of the passenger seat and see if the VECU is facing up , if so unplug the 3 connectors and check for water damage and corrosion,

I believe those two connections are the same towards back of head . Got them plugged into the wrong sensorharness . swap them and see what happens

I found 3 bulletins on the LR HVAC system. There is a little known process of calibrating the actuators for air flow , I’ll get them sent out in the morning

They were both for non-engine brake or powerleash brake engines with ceramic lifters. Both can’t be used with Jacob’s engine brakes . The 5247 is the later camshaft for use with Step 4 engine software

Power divider or axle inter lock engaged . Is the PTO light on the dash on or engaged . Both of these can limit road speed . Also if rear suspension is air , if air bags are down it can limit road speed as well

https://static.nhtsa.gov/odi/tsbs/2015/SB-10082931-0699.pdf

The 85133799 is for the newer MP engines starting in 2008 with DPF and actually will work in engines all the way up to the common rail engines.

The EGR valve for the 04 Emission MP7 only fits that particular engine and they only made it for one year so it’s a oddball part . The part number you listed is a good part number for the kit that includes the valve , gaskets and clamps. The part number for the EGR valve by itself is 20784883. And of course no stock anywhere at the Mack part distribution centers or dealers .

The air compressor gets its fresh air from a hose coming from the back of the intake manifold. If the hoses or piping are leaking you will have low turbo boost ,

Only the pre-CCRS /ASET engines used the off set can key . Not sure if it causes low power but I know in a 2000 RD bumped from 400 to 460 will over heat in the summer . I know cause I did it . Lol. Winter And spring we’re ok but the summer heat was to much , putting in the off set key way fixed the overheating.