Mackpro

Lots of items have been dropped from the extended warranty plans. We max out the extended warranty on the trucks here and things that used to be covered in our 2016 extended warranty plans are no longer covered in our 2021 plans. Sometimes the salesmen dont not go over the fine print on the extend warranty.

Mack SB-213-027 is the bulletin. This only applies if you have the Jacobs/J-tech engine brake. ETECH style J-tech brake pin.pdf

If you have the Jacob’s engine brake . The floating pin in the exhaust yoke is worn. I’ll see if I can find pics. This was a big issue and new hardened adjustment pins came out with a special coating on them .

2004 was the first year and only year for they crammed Aset AC engine in the CH/CX the results were not good . Lots of over heating issues, we were changing fan belts every oil change due to the under hood heat causing belt failure. Things eventually got sorted out with parts updates and service campaigns/recalls. By 2005 the CHN/CXN came out and problems decreased. I do remember seeing the fan clutch surging you described but don’t remember the cause or repair. The fan clutch used on the ASET AC look exactly the same but are different part numbers, so the incorrect one could be installed. Troubleshoot on the fan clutch https://pdf4pro.com/cdn/service-bulletin-mckenzie-tank-lines-a3dd0.pdf

Is this a RD?

There was an older service bulletin on the 4094 that was very helpful but I don’t have it with me. Something often over looked is the EGR system, mainly the EGR differential pressure sensor and it’s common problem of port clogging. There are updates for the MP7 venture pipe, tubes and sensor. When the ports clog the Engine ecm sees low EGR flow and commands the EGR valve to open more and can cause the 4094 code. DEF usage and dosing percentage varies based on engine load and other factors so don’t look to much into that. Also on pre-OBD ( 9 pin diag connector) I was told by Mack Tech Support that the nox readings that you see might not be always what the actual readings are and what the ACM actually sees. Also the exhaust stack outlet should be clean with no soot or darkness. Any soot passing the DPF will cause high NOx . The pre-OBD 4094 and the 2013+OBD P20EE00 codes are pretty much the same. Which is their way of saying “ You got high NOX and we don’t know why and you figure it out”. Usually on OBD trucks the the outlet nox will be 1/3 of the inlet when dosing. Message me your email and I’ll see what bulletins I can find to send you.

4554 psi is the pop pressure for your injectors. You can go to the Mack E-media website and click on Pre-2000 info and the choose 1999 in the year. Hit search and find the tune up manual 5-309. Then choose it and then click view file and it’s free. If any of the manuals in E-media have a “View File” by the manual part numbers they are free to download.

Looking through my notes I had a 2010 CXU that would randomly go to idle and no throttle pedal. It was a shorted out battery. Unhook the batteries from each other and check with a volt meter. A cheap battery load tester from Harbor Freight is handy for this . Make sure you mark your wires and get them back in the correct location.

I saw where the Dodge Ram trucks were going to do basically the same a use the V6 Penstar Jeep Engine that will be only hooked to a generator to charge the battery pack.

In the PI,AN and GR’s (Pinnacle , Athem and new stlye Granite ) they now have the light control module LCM that controls all the lights. In the fuse box on top of the dash , check all fuses labeled LCM There could be as many as 7. These trucks now have 2 separate hood harnesses one for the right side and one fir the left. I have see a few passengers side Athem harnesses rubbing and shorting just behind the connector at the hood on the chassis side of the connector.

Are there any fault codes active when your limited to 1400 rpm? Is the PTO light on in the dash? 1400 rpm is the default max engine speed for some faults like camshaft or flywheel speed sensors.

What year model is the truck/engine? Early ETECHs we’re popping at 4300 to 4500 depending on part number of injector. The CCRS engines starting in mid 2001 were at 3000 or 3100 psi and the Aset starting in mid 2003 were 3400-3700 .

I made a jumper harness just for this reason.

https://pdf4pro.com/cdn/service-bulletin-mckenzie-tank-lines-a3dd0.pdf This is the bulletin on your fan clutch. In the bulletin it tell you to ground one wire and supply 12volt power to another. This should disengage the fan after a few minutes of running . If not then the fan clutch is bad.

There are 3 to 4 different air suspension systems that could be on your truck . Any chance of a picture of what you got?

There are 3 different part numbers for ASET AC turbos depending on HP level. The newest turbos are the “D” series. Make sure the part number starts with a 631GC5176. Then the next number can be a EM or a DM then the last number relates to HP level. And the X on the end means reman

No more Vmac1 ECM’s available anymore. We have been doing the VMAC 2 conversation but the jumper harness is sometimes not available however the VMAC 2 reman ECM’s have been available about every time we checked. The last few we got junkyard ECM’s to get the truck going however we were stuck with what ever HP level the host ECM was set at. Best I remember you can’t Reflash used VMAC 1 ECMs to a different vin/truck. Also if you go the used route there were 10 degree and 20 degree Econovance VMAC 1 engines that used different software to control pump timing. Last option is send it to GoECM. We had a few repaired that worked great . However one was fried beyond repair. Sadly VMAC 1 stuff is getting very hard to get.

Mack number is a 20QC4375AP3 add a X on the end of it for rebuilt which is probably all that’s available anymore

On the common rail engines, every time we had DEF in the fuel we ended up having to replace all 6 injectors and flush out the complete fuel system. The Mack CBR-527 bulletin says to replace even the fuel rail , AHI and filter stand.

Amazon has a large variety of the fittings though I’m not 100% sure of the size needed. I save any fitting I can get my hands on when I replace a line on the common rail engines. There is a high failure rate on the return line from the from of the cylinder head to the filter stand on the MP8/D13, there is a new updated line and fitting available now. Sometime in 2022 they started putting the fuel pressure sensor back on the filter stand again. I’ll see if I can find the bulletin on adding it to a early common rail.

You can also do the “Exit Inducement “ feature in tech tool to clear out the derate , then the truck will start doing Nox evaluations as usual and if all is good you won’t see anymore warning. Regens are also a way for the ACM to see the nox readings and clear the system.

Here is the bulletin on flywheel guidelines on the Mdrive flywheels https://static.nhtsa.gov/odi/tsbs/2018/MC-10130431-9999.pdf

I believe the flywheel can be turned but there are strict guidelines and bulletins to follow. The lineup shaft for installing the clutch is different than a regular clutch. As FJH said always replace the clutch actuator and the airline inside the bell housing while your there. We also replace the clutch air controller solinoid that’s on the outside of the bell housing as well. It’s a easy but expensive job. It’s by far the easiest clutch job to do compared to manual trans trucks . Most Mdrive clutch failures are due to issues with the actuator or controller. I’ve seen 700,000 mile on a original clutch before.

Yes , early MP software update you had to pick the manually pick the ecm to update. MID 128 , MID 144 MiD140 and so on .