Mackpro

You can try the conical puller but it will probably break the cup off around the nozzle tip area. We have had the stainless cup tips break off in the head several times. We revert back to the old tap/threading tools of the copper cup days. On a couple of extreme cases we drove the tip through in to the cylinder area and pulled the exhaust manifold and dropped one of the exhaust valves down and blew air into injector hole and blew the piece out the exhaust . It worked the 2 times we tried

Clusters go bad a lot on the “Grey engine trucks” ( non-MP engine trucks). When the clusters go bad there should never be a de-rate issue. You can unplug the cluster and drive it with no performance loss. If the speedo sensor fails you can get engine de-rate if that parameter is turned on. I would first un-plug the low coolant sensor in the coolant reservoir and check the harness plug for coolant. If you have coolant in the harness plug then unplug the 2 connectors on the engine ECM. Coolant in this area can cause cluster data issues.

Sorry for the delay, I lost my log on and password info and finally found it to log on . I’ll try to answer your question asap

You truck is at the Step 12A level and that’s the way it came from the factory. Step 12 B download wouldn’t hurt it at all. I would start battery and ground connections . Start at the battery, then starter and aux starter solenoid and ground breaker on the fire wall next to the wiper motor, this is where power and ground come into the cab. Then pull the kick panel down in front of the passenger seat , carefully go over all the wiring going to the VECU and ABS ECM’s. Spend no less than 15 min looking at this area. Look for the paint rubbed off the firewall and kick panel where the wires lay against it . Very common to have bare wires shorting there that won’t set a fault code. Then carefully pull the 2 engine ECM connectors and look for coolant or oil and corrosion from leaking sensors . Also check for broken baffles in the muffler that can randomly clog the exhaust flow. Lastly , if the engine has a powerleash engine brake, pull the valve covers abs check the rocker arm hold down bolts and make sure none are broken . There is a service bulletin that’s posted here somewhere that discusses this , it leads to broken rocker arm shafts that actually lets oil into the engine brake oil passages and causes the brake to come on randomly. That’s all I can think of for now

In out fleet of 25 trucks , all are 2013 or newer CXU’s or Anthems and all have T-310 trans and Mack rears . To be honest, every one of our Mack transmissions have been back to the dealership ( except the newest ones ) al least once and most twice. All having synchronizer problems. 25% of the problem is driver abuse/ improper range shifting. The other 75% are loose range shift fork set screws or loose rear yoke bolts . Years ago Mack used safety wire on the fork set screws , if they started doing that again it would help out a lot . And if they would use red Loctite or redesign the yoke bolt it would save a lot of down time. The M-Drive automatic would work great in our live haul trucks. Our feed trucks need multiple PTO pumps and massive plumbing to the trailer. We have looked into the M-Drive and I just don’t think the room is there to rig up all our crap. Sadly we have no say in ordering our trucks . Our corporate sends us what they think we need.

Behind the kick panel in front of the passenger seat . 4 screws at top and 2 at the bottom next to the floor. Should be a ABS module next to it as well

A buddy at my old dealership sent me a screenshot of someone at Mack at Hagerstown. It’s states that the last Mack manual transmission rolled of the assembly line today. I’ll try to add the screenshot as soon as possible,

Looks like the Fuel MPG performance bonus/penalty has been set up to lower the road speed if a certain MPG is not achieved. These are parameters that can be turned off or adjusted by Tech Tool. Our company ordered all our CXU’s with this turned on , we later turned this off due to the amount out idle time and PTO time and stop and go driving , we could rarely get 4 mpg.

Two common issues specific to the ETECH RD’s. It’s common for the when the motor mount bushings wear out , the engine ecm will contact the fuel filter mount and if it hits hard enough to put a dent in the engine ecm then it’s shorted out the ecm. Check for a dent on the ecm where it faces the fuel filter. The other issue has to do with the Vechicle Control unit ( VECU) mounted in the kick panel in front on the passenger seat. Pull the kick panel down and the if the VECU is mounted with wire connectors facing up then water drips from the windshield right into the VECU. Unplug the connectors and check for green corroded pins . We always remounted it facing down

We fight this problem every it rains as well. On our CXU daycabs we find the harness shorted to ground on the inside of the driver side frame rail . About half way between the. Back of the cab and the 5 th wheel. It seems Mack only makes one length of wiring harness ( can’t remember if it’s the front or rear ) . So on the shorter wheelbase trucks where the harness is to long , Mack folds it over on top of its self and zip ties it . Over the years the excess harness rubs the frame rail that’s it’s laying on and the issue shows on rainy days .

There is a “Limp Home “ mode that can be activated via key pad that lets you continue on . I know it was on the early M-Drives and was in the operators manual. Anything newer than 2016-17 I don’t know

You using Tech Tool or Jpro? I think on thoses there is like a 15 minute delay from the time you start the regen till it doses fuel .

There is a electric fuel pump mounted to the inside frame rail on right side around transmission area. It pumps fuel to atom module.

I believe the coolant filter became an option around 2001. It was a less than $50 option and lots of fleets didn’t opt for it . 10 years later the counter bore in the block would be pitted so bad that it was borderline to cut and save .

Not yet. But I remember the days of roasted air compressors on the 2001 engines. If the paint was cooked off the head of the compressor, you knew you had a casting sand problem. We had 2 trucks in one day blow the air compressor head gasket and pump coolant back through the air intake and go right into #6 cylinder. Bent the connecting rod so bad on one truck we had to cut it out with a torch.

The MP Common rail engines use different fuel filters than the previous MP engines. We only have 3 common rail engines trucks in a fleet of 25+ Mack’s . The previous fuel filter can be screwed onto a common rail fuel filter stand . Not very easily, but it can be done. Ask me how I know ? Lol

Our local coal burning electric power plant here gets new GU’s every few years to haul the ash off to dispose of on site. I remember the drive axles were huge and the tires were about 4 feet high. Shockingly they had MP7 with manual trans but geared super low and top speed was around 38 mph. We always had to work on them there because they were to tall and slow and not road legal. The dump beds were enormous.

The Reman center was also on strike along with most all of the parts distribution centers . When orders were placed for parts that were unavailable, Mack would pull the items from dealers willing to give up them up. In the case of the rusty injectors, they were probably installed in an engine and test drove and pulled back out and stuck back in the box only to be sent back to Mack to be sent to the requesting dealer. Sadly it happens. During the strike , my buddy needed some Aset AC 460 injectors and was unable to get them and had to go aftermarket.

The wires that rubbed the ABS ecm were wires coming out of the VECU. No telling what wires were shorting out . Seen this issue on more ETECH trucks than I can count.

We still have a few ETECH trucks running at my work. Last week we had a random low power complaint with no codes or malfunction light coming on . Pulled the kick panel down in front on the passenger seat where the VECU and ABS ECM are located. Found wire rubbed on the ABS ecm and kick panel and the cab it’s self. I took lots of pics of this issue but out of data to post them here. Repaired the wires and problems went away. If you had access to the older VMAC 3 diag program ( not Tech Tool) you could test drive while watching the “Active Code” screen as sometimes a code will pop up on the screen and go out before it logs the code or turns the malfunction light on . Also there’s shims on the timing sensor on the camshaft. Too deep or to shallow and you will have issues.

Last night I put exhaust manifold gaskets on a 2002 CCRS 427 in a CH . Easy job and took about 3 hours . I told the owner , never ever sell this truck or you will be sorry later.

We always did flat side down. The weird stepped liners were pre-ETECH only best I remember. I think it was 1991/1992 was when they stopped the stepped liners

As far as the “Turbo “ pipe ( pipe coming off the turbo) The very first CV’s with regular ETECH’s ( very few made) their pipes were 5” in diameter all the way down under the cab to where they necked down to 4” where the flex pipe slid on . On the CV’s with the AI engines, the turbo pipe necked down to 4” right behind the turbo. The original ETECH pipe is still available through Mack and will fit the CV’s with the AI engine but is really tight. I used this pipe for a buddy’s 2005 CV and chopped off the 4” necked down part and did a full 5” flex and fab’ed up some elbows to a full flow 5” in/out muffler. We experimented with some software (. 427 Australia file) along with the exhaust but he sold the truck before we could see if it helped the performance.

The dealerships have access to CBR “ Case Based Reasoning “ . They can type the VIN in and the fault code and it comes back with the latest fixes for the fault. This newest info is not usually put into PTT Tech Tool until a big update is done . We check for PTT updates daily. See if your local dealer can run the fault code numbers in CBR.